Vehicle

ABSTRACT

A vehicle includes a frame, front and rear wheels, a powertrain comprising an engine and transmission, and various other systems and components. The frame includes various features for supporting components and systems of the vehicle. For example, a rear portion of the frame is configured to support a utility bed, a portion of a cooling system, a portion of an air intake system, and a portion of an exhaust system.

The present application claims priority to U.S. Provisional PatentApplication Ser. No. 62/840,654, filed Apr. 30, 2019, and entitled“VEHICLE,” the complete disclosure of which is expressly incorporated byreference herein.

FIELD OF THE DISCLOSURE

The present invention relates to side-by-side vehicles and all-terrainvehicles.

BACKGROUND OF THE DISCLOSURE

Generally, all-terrain vehicles (“ATVs”) and utility vehicles (“UVs”)are used to carry one or two passengers and a small amount of cargo overa variety of terrains. Due to increasing recreational interest in ATVs,specialty ATVs, such as those used for trail riding, racing, and cargohauling have entered the market place. Most ATVs include seating for upto two passengers which are either seated side-by-side or with thepassenger positioned behind the driver of the ATV. Side-by-side ATVs, inwhich the driver and passenger are seated beside each other on laterallyspaced apart seats, have become popular because of the ability to allowthe passenger to share the driver's viewpoint.

SUMMARY OF THE DISCLOSURE

In a first embodiment, a vehicle comprises a frame having a first end,the frame having an opening therethrough; front and rear wheels supportthe frame; a powertrain comprises a final drive drivingly coupled to atleast some of the front and rear wheels, the final drive is positionedadjacent to the opening; whereby the final drive may be removed from theframe through the opening.

In one embodiment of the invention a vehicle comprises a framecomprising a main frame portion and a front removable frame portion;front and rear wheels; a front suspension coupled to the main frameportion with the front wheels being coupled to the front suspension; arear suspension coupled to the main frame portion with the rear wheelsbeing coupled to the rear suspension; and a powertrain drivingly coupledto the front and rear wheels; whereby the front removable frame portionmay be removed from the main frame portion to expose a portion of thepowertrain.

In another embodiment of the invention a vehicle comprises a frame;front and rear wheels; a front suspension coupled to the frame; apowertrain drivingly coupled to the front and rear wheels, comprising afront final drive drivingly coupled to the front wheels; a front propshaft coupling the powertrain to the front wheels; and a steeringmechanism positioned above the prop shaft and rearward of the finaldrive.

In another embodiment of the invention a vehicle comprises a frame;front and rear wheels; a front suspension coupled to the framecomprising upper and lower A-arms on a left and right hand side of thevehicle, a linear force element coupled between the frame and the lowerA-arms on each side of the vehicle; a powertrain drivingly coupled tothe front and rear wheels, comprising a front final drive drivinglycoupled to the front wheels; a left side half shaft coupled between theleft wheel and the front final drive; a right half shaft coupled betweenthe right wheel and the front final drive; and a coupling between thelinear force elements and the lower A-arms straddles the half shafts.

In another embodiment of the invention a vehicle comprises a frame;front and rear wheels supporting the frame; an operator's compartmentintermediate the front and rear wheels having at least one seat; atransmission positioned rearward of the seat, the transmissioncomprising a transmission housing extending generally laterally of avehicle longitudinal direction and having an engine interface on onelateral side of the transmission housing and a geared transmissionportion on the opposite lateral side as the engine interface, and frontand rear output shafts for propelling the front and rear wheels; and anengine coupled to the engine interface and powering the gearedtransmission portion.

In another embodiment of the invention a vehicle comprises a frame;front and rear wheels supporting the frame; an operator's compartmentintermediate the front and rear wheels having at least one seat; atransmission comprising a transmission housing having an engineinterface on one lateral side of the transmission housing and a gearedtransmission portion on the opposite lateral side as the engineinterface, and front and rear output shafts for propelling the front andrear wheels; an engine coupled to the engine interface; an intermediateshaft is provided at the engine interface, having an input shaft and anoutput shaft, wherein the engine is drivingly coupled to the input shaftof the intermediate shaft; and a continuously variable transmissioncoupling the input shaft of the intermediate shaft, wherein an airvolume is defined adjacent to an interface of the intermediate shaft andthe continuously variable transmission.

In another embodiment of the invention a vehicle comprises a frame;front and rear wheels; a front suspension coupled to the frame; apowertrain drivingly coupled to the front and rear wheels, comprising afront final drive drivingly coupled to the front wheels; a front propshaft coupling the powertrain to the front wheels; and a stabilizer barpositioned generally over a top of the final drive.

In another embodiment of the invention a vehicle comprise a frame; frontand rear wheels supporting the frame; an operator's compartmentintermediate the front and rear wheels having at least one seat; a cabframe coupled to the frame and generally surrounding the operator'scompartment, the cab frame including first and second generallylongitudinally extending frame rails, and at least a first horizontallyextending frame rail coupled to the longitudinally extending framerails; a socket located on a portion of the frame having a taperedsocket portion; and a tapered fitting portion provided on one of theframe rails coupled to the tapered socket portion.

In one embodiment of the invention a vehicle comprises a framecomprising a main frame portion and a front removable frame portion;front and rear wheels; a front suspension coupled to the main frameportion with the front wheels being coupled to the front suspension; arear suspension coupled to the main frame portion with the rear wheelsbeing coupled to the rear suspension; and a powertrain drivingly coupledto the front and rear wheels; whereby the front removable frame portionmay be removed from the main frame portion to expose a portion of thepowertrain.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front left perspective view of the vehicle of the presentinvention without the body panels;

FIG. 2 is a right rear perspective view of the vehicle of FIG. 1;

FIG. 3 is a left side view of the vehicle of FIG. 1;

FIG. 4 is a right side view of the vehicle of FIG. 1;

FIG. 5 is a top view of the vehicle of FIG. 1;

FIG. 6 is a front view of the vehicle of FIG. 1;

FIG. 7 is a rear view of the vehicle of FIG. 1;

FIG. 8 is a front left perspective view of the frame of the vehicle ofFIG. 1;

FIG. 9 is a rear right perspective view of the frame shown in FIG. 8;

FIG. 10 is a front left perspective view of the front suspension of thevehicle;

FIG. 11 is a left side view of the front suspension of the vehicle;

FIG. 12 is a view similar to that of FIG. 10, having removed the frame;

FIG. 13 is a rear perspective view of the suspension as shown in FIG.12;

FIG. 14 is an enlarged view of the front right side suspension;

FIG. 15 is a partially exploded view of the suspension of FIG. 14;

FIG. 16 shows a floating rotor design for the vehicle;

FIG. 17 is a left front perspective view of the front removable frameportion;

FIG. 18 is a partially exploded view of the front removable frameportion of FIG. 19;

FIG. 19 is a front left perspective view of the final drive removed fromthe front frame of FIG. 18;

FIG. 20 is a bottom view of the vehicle showing the rear suspension;

FIG. 21 is a right front perspective view of a portion of the rearsuspension;

FIG. 22 shows an exploded view of the rear suspension of FIG. 21;

FIG. 23 is a front left perspective view of the powertrain of thevehicle;

FIG. 24 is a right rear perspective view of the engine;

FIG. 25 is a right rear perspective view of the engine oil pan andlubrication system;

FIG. 26 is a view similar to that of FIG. 25 showing the front scavengepump exploded away from the oil pan;

FIG. 27 is a cross-sectional view through lines 27-27 of FIG. 25;

FIG. 28 is a cross-sectional view through lines 28-28 of FIG. 25;

FIG. 29 is a left-hand side view of the engine mounts;

FIG. 30 is a left rear perspective view of the engine mounts;

FIG. 31 is similar to that of FIG. 30, showing the engine and enginemounts in an exploded manner away from the frame;

FIG. 32 is a right-hand side view of the engine mounts;

FIG. 33 is a right rear perspective view of the engine mounts;

FIG. 34 is a left front perspective view of the transmission coupled tothe front final drive;

FIG. 35 is a rear perspective view of the transmission shown in FIG. 34;

FIG. 36 is a cross-sectional view through lines 36-36 of FIG. 34;

FIG. 37 is an exploded view of the slip clutch portion of thetransmission;

FIG. 38 shows a diagrammatical flow chart showing the torque controlmodel;

FIG. 39 is a front perspective view of the continuously variabletransmission (CVT) of the powertrain shown in FIG. 23;

FIG. 40 is the inner housing of the CVT shown with the drive and drivenclutches removed;

FIG. 41 is a cross-sectional view through lines 41-41 of FIG. 39;

FIG. 42 shows a coolant level switch for the coolant bottle;

FIG. 43 is a front perspective view of the utility bed of the vehicle;

FIG. 44 shows a right-side view of the passenger seat and fuel tankconfiguration;

FIG. 45 shows a top view of the seat shown in FIG. 44;

FIG. 46 shows an enlarged view of the rear cab frame support area;

FIG. 47 is a fragmentary enlargement of the right rear portion of thecab frame support area shown in FIG. 46;

FIG. 48 is a cross-sectional view through lines 48-48 of FIG. 46;

FIG. 49 is a view showing the fully assembled taper lock fitting;

FIG. 50 shows an enlarged portion of the area denoted in FIG. 46;

FIG. 51 shows a left front perspective view of an alternative frontframe portion to that of the front removable frame portion of FIG. 17;

FIG. 52 is a partially exploded view of the front frame portion of FIG.51;

FIG. 53 is a front left perspective view of the final drive removed fromthe front frame portion of FIG. 51;

FIG. 54 is a left side view of front frame portion of FIG. 53;

FIG. 55 is a right side view of front frame portion of FIG. 53;

FIG. 56 is a left front perspective view of an alternative frame of thevehicle of FIG. 1;

FIG. 56A is a left front perspective view of a portion of the frame ofFIG. 56;

FIG. 57 is a right rear perspective view of the frame of FIG. 56;

FIG. 58 is a left front perspective view of the frame of FIG. 56 coupledto an alternative cab frame;

FIG. 59 is a detailed perspective view of a tie-down member of the frameof FIG. 56;

FIG. 60 is a detailed perspective view of a tie-down member of the frameof FIG. 57;

FIG. 61 is a left front perspective view of the cab frame of FIG. 58;

FIG. 62 is a left rear perspective view of an underside of the cab frameof FIG. 61;

FIG. 63 is a left rear perspective view of a support area of a rearportion of the frame of FIG. 57 configured to support a utility bed, aportion of an air intake, a portion of an exhaust, and a portion of acooling system;

FIG. 64 is a left rear perspective view of the support area of FIG. 63;

FIG. 65 is an exploded view of the support area of FIG. 64;

FIG. 66 is a left rear perspective view of an underside of the supportarea of FIG. 63;

FIG. 67 is a right rear perspective view of the underside of the supportarea of FIG. 66;

FIG. 68 is an exploded view of the support area of FIG. 67;

FIG. 69 is a left front perspective view of a portion of an alternativefront suspension of the vehicle of FIG. 1;

FIG. 70 is an exploded view of a lower portion of a linear force elementof the front suspension of FIG. 69 and a clevis of the linear forceelement;

FIG. 71 is a right rear perspective view of an alternative front brakingsystem of the vehicle of FIG. 1;

FIG. 72 is a left front perspective view of a brake disc and brakecaliper of the front braking system of FIG. 71;

FIG. 73 is an exploded view of the brake caliper and brake pads of thefront braking system of FIG. 72;

FIG. 74 is a right rear perspective view of an alternative rear brakingsystem of the vehicle of FIG. 1;

FIG. 75 is a left front perspective view of an alternative rearsuspension of the vehicle of FIG. 1;

FIG. 76A is a left front perspective view of a toe link coupling of therear suspension of FIG. 75;

FIG. 76B is an exploded view of the toe link coupling of FIG. 76A;

FIG. 76C is a cross-sectional view of the toe link coupling of FIG. 76A,taken along line 76C-76C of FIG. 76A;

FIG. 77A is a left front perspective view of a trailing arm of the rearsuspension of FIG. 75;

FIG. 77B is an exploded view of the trailing arm of FIG. 77A;

FIG. 78 is a cross-sectional view of the trailing arm of FIG. 77A takingalong line 78-78 of FIG. 77A;

FIG. 79 is a perspective view of an arc spring assembly of thepowertrain of the vehicle of FIG. 1;

FIG. 80 is a perspective view of the arc spring assembly coupled to acrankshaft of the engine of the powertrain of FIG. 79;

FIG. 81 is an exploded view of the arc spring assembly of FIG. 79;

FIG. 82 is a perspective view of an arc spring damper assembly of thearc spring assembly of FIG. 79;

FIG. 83 is a cross-sectional view of the arc spring damper assembly ofFIG. 82, taken along line 83-83 of FIG. 82;

FIG. 84 is a cross-sectional view of the arc spring damper assembly ofFIG. 82, taken along line 84-84 of FIG. 82;

FIG. 85 is a left front perspective view of a front drive and mountingassembly of the frame of FIG. 56;

FIG. 86A is an exploded view of the front drive and mounting assembly ofFIG. 85;

FIG. 86B is a right rear perspective view of the front drive andmounting assembly of FIG. 85;

FIG. 87A is a left front perspective view of a rear drive and mountingassembly of the frame of FIG. 57;

FIG. 87B is an exploded view of the rear drive and mounting assembly ofFIG. 87A;

FIG. 88 is a perspective view of a breather tube of the powertrain ofthe vehicle of FIG. 1;

FIG. 89 is a further perspective view of the breather tube of FIG. 88;

FIG. 90 is a cross-sectional view of a portion of the breather tube ofFIG. 88, taken along line 90-90 of FIG. 88;

FIG. 91 is an exploded view of the breather tube of FIG. 89;

FIG. 92 is a cross-sectional view of a check valve of the breather tubeof FIG. 89 when the vehicle of FIG. 1 is in a tip- or roll-overcondition;

FIG. 93 is a cross-sectional view of the check valve of FIG. 92 when thevehicle of FIG. 1 is in an upright position on a ground surface;

FIG. 94 is a right rear perspective view of air intake bezels of thevehicle of FIG. 1;

FIG. 95 is a perspective view of the air intake bezel of FIG. 94;

FIG. 96 is an exploded view of the air intake bezel and a bezel cover;

FIG. 97 is a right rear perspective view of an exhaust of the vehicle ofFIG.

FIG. 98 is a right rear perspective view of a muffler of the exhaust ofFIG. 97;

FIG. 99 is a cross-sectional view of an outlet portion of the exhaust,taken along line 99-99 of FIG. 98;

FIG. 100 is a perspective view of a coolant bottle of the vehicle ofFIG. 1;

FIG. 101 is a left rear perspective of the frame of FIG. 57 and a fueltank with a vent line;

FIG. 102 is a right rear perspective view of a shifting assembly for ashiftable transmission of the vehicle of FIG. 1;

FIG. 103 is an elevational view of a portion of the shifting assemblyand the shiftable transmission of FIG. 102;

FIG. 104 is a left front perspective view of a panel within a seatingarea of the vehicle of FIG. 1;

FIG. 105 is an exploded view of the panel of FIG. 104;

FIG. 106 is a perspective view of an air intake grille and a portion ofa hood of the vehicle of FIG. 1;

FIG. 107 is an underside view of the hood and the air intake grille ofFIG. 106;

FIG. 108 is an exploded view of the hood and the air intake grille ofFIG. 107;

FIG. 109 is a perspective view of the air intake grille and a hingeassembly;

FIG. 110 is a further perspective view of the air intake grille and ahinge assembly of FIG. 109;

FIG. 111 is another perspective view of the air intake grille and ahinge assembly of FIG. 110;

FIG. 112 is a right front perspective of a lightbar assembly coupled toa portion of the cab frame of the vehicle of FIG. 1;

FIG. 113 is a perspective of the mounting of the lightbar assembly tothe cab frame of FIG. 112; and

FIG. 114 is a perspective view of an underside of a mounting member ofthe lightbar assembly of FIG. 112.

DETAILED DESCRIPTION OF THE DRAWINGS

With reference first to FIGS. 1-7, the vehicle of the present inventionwill be described. As shown, the vehicle is generally depicted asreference number 2 which includes front wheels 4 and rear wheels 6.Front wheels 4 are comprised of rims 8 and tires 10, whereas wheels 6are comprised of rims 14 and tires 16. Wheels 4 and 6 support a vehicleframe which is shown generally at 20 (FIG. 3) and which supports aseating area 22 comprised of a driver's seat 24 and a passenger seat 26.A cab frame is shown at 28 and generally extends over the seating area22 to protect the passengers from such objects as tree branches, etc. Apassenger grab bar 32 is provided for the passenger in seat 26. As bestshown in FIG. 2, vehicle 2 further includes a steering assembly at 34for steering front wheels 4 whereby the steering assembly 34 includes asteering wheel 36 which could be both tiltable and longitudinallymovable as described in U.S. Provisional Patent Application Ser. No.62/615,684 filed Jan. 10, 2018, the subject matter of which is disclosedherein in its entirety.

Vehicle 2 further includes a front suspension at 40, which in thepresent disclosure is a double A-arm suspension and further includes arear suspension 42, which as shown in the present disclosure is atrailing arm-type suspension. As shown best in FIGS. 2-4 (see also FIG.22), powertrain is comprised of engine 50 (FIG. 3), a continuouslyvariable transmission (CVT) 52 (FIG. 3) and a shiftable transmission 56(FIG. 3) which is operated by a shifter assembly 60 (FIG. 5). In apreferred version of the present invention, the vehicle is a four-wheeldrive vehicle including a front final drive 70 (FIG. 2) having frontstub shafts 72 coupled to the front final drive 70 for driving the frontwheels 4. A rear final drive 76 (FIGS. 2, 7) is provided to drive halfshafts 78 which drives rear wheels 6. As shown vehicle 2 may alsoinclude an outer body 80 including a hood 82, side panels 84, doors 86,a utility bed 88 and rear panels 90. The vehicle described herein may befurther configured as shown in U.S. Pat. No. 8,827,028 and/or U.S.Patent application Ser. No. 62/615,684, the subject matter of which isincorporated herein by reference.

With reference now to FIGS. 8-9, frame 20 will be described in greaterdetail. With reference first to FIG. 8, frame 20 is comprised of outerframe tubes 100 and inner frame tubes 102. Outer tubes 100 include alongitudinally extending portion 104 and vertically extending portions106. Frame tubes 102 include longitudinally extending portions 108 andvertically upstanding frame tubes 110. Outer frame tubes 112 extendforwardly and generally parallel with frame tubes 104 and couple toupright frame tubes 114. Frame tubes 114 support a U-shaped frame tube116 having couplers 118 to which cab frame 28 is attached. U-shaped tube116 is supported by a front frame portion 120 comprised of a fixed frontframe portion 122 and a removable front frame portion 124. Fixed frontframe portion 122 is comprised of three sets of upwardly extending frametubes, namely frame tubes 126, frame tubes 128 and frame tubes 130.Fixed frame portion also includes transverse frame members 132 and 134(FIG. 9). Finally, fixed front frame portion 122 is comprised oflongitudinal tube portions 140.

With reference still to FIG. 8, a seating support is generally shown at150 including transverse frame tubes 152 and 154 and a longitudinalframe tube pair 156 which support the seat 24 and a frame rail 158 tosupport seat 26. With reference now to FIG. 9, a rear of the frame 20will be described.

With reference to FIG. 9, a powertrain support area 170 is providedincluding rearwardly extending frame tubes 172 and upwardly extendingframe tubes 174. Frame tubes 174 extend upwardly and include forwardlyprojecting tube portions 174 a and vertically extending portions 174 b.

With reference now to FIG. 9, a cab frame support area 180 is providedhaving a transverse tube at 182, which couples to forwardly projectingtube portions 174 a of frame tubes 174. Transverse tube 182 is alsocoupled to frame tubes 106, 184. Taper joint brackets 186 couple toframe tube 182 as more described herein. Frame tubes 190 extendsupwardly from tubes 174 a and include brackets 196, to which a rearportion of cab frame 28 is coupled, as further described herein.

With reference now to FIGS. 8 and 9, a utility bed support area 200 willbe described in greater detail. Support area 200 includes transversetube 202 extending between tubes 106 and supported by upright frametubes 110. A rear transverse tube 206 extends transversely of and iscoupled to frame tubes 174. Support area 200 further includeslongitudinally extending tubes 208 which couple at the rear to tube 206and to brackets 210 at the front end thereof.

With respect still to FIGS. 8 and 9, door support brackets are providedon both the driver and passenger side, whereby a bracket 224 and 226extend forwardly from tube 106 on the driver's side and a bracket 224and 228 extend forwardly on the passenger side.

Finally and with respect still to FIGS. 8 and 9, engine mount bracketswill be described. As shown in FIG. 8, a left hand side mount assemblyis shown at 240 and a right hand side mount assembly is shown at 242 inFIG. 9. Left and right hand side brackets are also shown in FIG. 9 at244 and 246.

With reference now to FIGS. 10-15, front suspension will be described ingreater detail. As shown in FIG. 10, frame 20 includes upper couplings260, 262 and lower couplings 264 and 266. Rear couplings 268 and 270(FIG. 11) are also provided for the left-hand side front suspension 40and mirror image couplings are provided for the right-hand sidesuspension 40. Suspension 40 includes an upper A-arm 280, lower A-arm282 and a linear force element (LFE) 284 which is shown as a spring overshock. Front final drive 70 is shown positioned intermediate the frontcouplings 260-266 where half shafts 290 extend from the front finaldrive 70 to drive the wheel hub 292. Shock absorber 284 is coupled tothe frame at an upper bracket 296 and is coupled to the lower A-arm 282by way of a clevis 298 which flanks the half shaft 290 as described ingreater detail herein.

Front suspension 40 further comprises a stabilizer or torsion bar 300coupled to frame tubes 128 and coupled to lower A-arms 282 as furtherdescribed herein. As shown in FIGS. 12 and 13, torsion bar 300 includesa transverse rod 302 coupled to link arms 304 which in turn are coupledto rods 306. Rods 306 are coupled to brackets 308 positioned on thelower A-arms 282. As shown in FIGS. 14 and 15, bracket 282 is comprisedof plate portions 310, 312 having apertures 314, 316 therethrough toreceive fasteners 320 therethrough (FIG. 12). As shown best in FIG. 15,lower A-arm 282 includes a shock mount 330 having an aperture at 332. Asleeve 334 is received into aperture 332 from one side thereof and abearing 336 is received on the opposite side thereof and held in placewith aperture 332 by way of snap ring 338. A second sleeve 340 ispositioned within aperture 332 whereupon fastener 342 may be receivedthrough sleeves 334, bearing 336 and sleeve 340 whereupon a fastener 344couples to fastener 342 to retain clevis 298. As shown best in FIG. 15,clevis 298 includes clevis legs 350 having apertures at 352 to receivefastener 342 therethrough. The legs 350 of the clevis 298 are elongatedin the vertical direction to allow the free movement of the half shafts290 within the clevis 298 during the operating movement of thesuspension. An axis 354 that runs down the axial center of the shockmember intersects the half shaft 290.

With reference now to FIGS. 12-15, each of the control arms 280, 282 arecoupled to the frame by way of couplers 370, 372, 374, 376 and outercouplers 380, 382, 384 and 386. It should be appreciated that A-arms 280and 282 are coupled to the frame by way of couplings 260-270 on theframe as described above and as shown in FIGS. 10-11. Outer ends ofA-arms 280, 282 retain a steering spindle 390 by way of upper and lowerball joints 392, 394. As shown best in FIG. 13, steering spindle 390includes a steering link 398 to which steering arm 400 is attached byball joint 402. Steering arms 400 are coupled at their inner ends tosteering motor 410 having an input at 412 which couples through tosteering system 34 so as to turn the left and right front wheels 4through steering rack 414. Steering spindles 390 rotate about an axisthrough ball joints 392, 394 and at the same time retain wheel hub 292and front braking system 420 thereto, as described in greater detailherein.

With reference now to FIG. 16, front braking system 420 will bedescribed in greater detail. As shown, braking system 420 is coupled tothe steering spindle 390 and comprises brake caliper 422, disc pads 424and brake disc 426. As shown, hub 292 includes an inner hub portion 292a and an outer hub portion 292 b. Inner hub portion 292 a is directlycoupled to half shaft 290 so as to be driven, and hub portion 292 aincludes a plurality of fasteners 428. Hub portion 292 b includes aplurality of apertures at 430 which receive fasteners 432 therethroughand disc 426 includes apertures 436. Hub portion 292 b includes aplurality of apertures 440 which align with fasteners 428 so that hubportion 292 b and disc 426 couple directly to the hub portion 292 a.Caliper 422 and disc pads 424 couple to a brake mount at 442 such thatdisc pads 424 are held on opposite sides of the brake disc 426.Alternatively, the brake disc could be shown as a single component,comprising the disk 426, hub portion 292 b and fasteners 432. Also,fasteners 432 may be rivets such as buck rivets.

With reference now to FIGS. 17-19, the removable front frame portion 124will be described in greater detail. As shown in FIGS. 17 and 18, theremovable front frame portion 124 is coupled to the frame just adjacentto the suspension couplings 260, 262, 264 and 266. Removable front frameportion 124 includes a plate section 450 to which a bracket 452 ismounted which can provide a location for a winch mount. A tow bar 454 ismounted to the bracket 452 and a hook 456 is mounted at a lower portionof plate portion 450. Plate portion 450 includes four mounting holes at458 which provide access to fasteners 460. Each of the apertures 458further includes a locator aperture 464 as further described herein.

As shown, fixed frame portion 122 includes an upper frame tube portion470 which is substantially parallel to lower frame tube 102 where eachof the upper frame tubes 470 and lower frame tubes 102 include inserts480, 482, 484 and 486. As shown, each of the couplings 480-486 performtwo functions, first to define a portion of the suspension couplings260-266 as well as provide a mounting location for the removable frameportion 124. More particularly, insert 480 includes a cylindricalportion 480 a to which a bracket arm 480 b is mounted having an aperturewhich defines a mounting location for upper A-arm 280. At the same time,insert 480 includes a raised land 480 c, a tear-drop configuration andhaving a threaded aperture at 480 d and a locating lug at 480 e. In alike manner, insert 482 includes a cylindrical portion 482 a, plate 482b, raised land 482 c, threaded aperture 482 d and locating lug 482 e.

As shown in FIG. 19, insert 484 includes a cylindrical portion 484 a,plate portion 484 b, raised land 484 c, threaded aperture 484 d andlocating lug 484 e. In a like manner, insert 486 includes a cylindricalportion 486 a, plate portion 486 b, raised land 486 c, threaded aperture486 d and locating lug 486 e. It should be recognized that each of thecylindrical portions 480 a, 482 a, 484 a and 486 a include a reduceddiameter portion extending rearwardly therefrom which is receivable intorespective frame tubes 102 or 470 whereby the inserts 480-486 may heldin place by way of industrial adhesives or other such bonding aswelding.

It should be noted from FIGS. 18 and 19, that the lands 480 c-486 cprovide the interface for coupling the removable frame portion 124 tothe fixed frame portion 122. Namely, each of the apertures 458 and themovable frame portion 120 align with associated threaded portions 480d-486 d and each of the alignment apertures 464 aligns withcorresponding locating lugs 480 e-486 e. Thus, once aligned, fasteners460 are receivable through corresponding apertures 458 and into theircorresponding threaded apertures 480 d-486 d. Thus to remove the frontfinal drive 76, the front removable frame portion 124 is simply removedby uncoupling the fasteners 460 whereby the removable front frameportion 124 moves to the location shown in FIG. 18, and whereby frontfinal drive portion 76 may be removed by uncoupling fasteners 490 and492 (FIG. 19).

It should be noted from FIG. 19 that the removal of the removable frameportion 124 and the front final drive 76 does not require the removal ofthe front suspensions 40 as the couplings 260-266 remain fixed to thefixed frame portion 124. It should also be noted that the front finaldrive 76 includes mounting inserts 496 which couple with the fasteners490 in a manner substantially as shown in U.S. patent application Ser.No. 15/389,147, the subject matter of which is incorporated herein byreference.

In addition, the upper couplings 260, 262 serve two functions. First,each of the couplings 260, 262 provide the mounting structure for thefront suspension as previously described but also include sidewalls 260a, 262 a (FIG. 19) which include the apertures for receiving fasteners490.

With reference now to FIGS. 20-22, rear suspension 42 will be describedin greater detail. As shown best in FIG. 20, rear suspension 42 is shownfrom an underside thereof in association with the engine 50, CVT 52 andshiftable transmission 56. As shown, CVT 52 is positioned forward in thesupport area 200 and occupies a space normally taken up by a torsionbar. Rear suspension 42 includes a pair of trailing arms 500 coupled ata front end thereof to the frame (FIG. 3) whereby the trailing armsrotate about axis 502 (FIG. 3), radius arms 506 are coupled at an innerend 508 to frame 20 and at outer ends to the trailing arms 500.

With reference now to FIGS. 21 and 22, the torsion bar assembly will bedescribed in greater detail. As shown, an upper side of the trailing armincludes a bracket 512 for mounting the torsion bar assembly 510 and abracket 514 for mounting the rear linear force element 516 (FIG. 1). Asshown, torsion bar assembly 510 couples to the same bracket 210 thatmounts the frame tubes 208 (FIG. 9), which supports the utility bed 88(FIG. 2). Bracket 210 includes a bracket portion 210 a for mountingtubes 208 and a bracket portion 210 b which faces rearwardly anddownwardly for mounting the torsion bar assembly 510. Torsion barassembly 510 includes a transverse bar portion 520 to which link arms522 are fixedly mounted. Link arms 522 couple with link rods 524 whichin turn couple to brackets 512. Torsion bar assembly 510 may be furtherconfigured as shown in U.S. Pat. No. 8,827,019, the subject matter ofwhich is incorporated herein by reference.

With reference now to FIGS. 21 and 22, the torsion bar assembly 510includes bearings 530 having bearing halves 532 and a bearing collar534. Bearing halves 532 are split to receive a reduced diameter section540 in a rotatable manner and are received within each of the collars534. Each collar 534 includes an aperture at 544 which receivesfasteners 546 therethrough. Fasteners 546 extend through apertures 548of bracket portion 210 b to couple the transverse portion 520 to theframe tube 210. Link arms 522 have a split opening at 550 which couplesto ends 552 of transverse portion 520. Split portions 550 include anaperture at 556 which receives a fastener 558 so as to clamp the splitopening 550 to the portions 552. Link arms 522 include a coupler 560 atthe opposite end which corresponds with a coupling 562 of link rods 524.Fasteners 564 are receivable through the couplers 560, 562 and isretained by a counter fastener 566. Lower ends of link rods 524 alsoincludes a lower coupler at 568 which receives a fastener 570therethrough to couple the link arms 524 to the bracket 512 with acounter fastener 572.

With reference again to FIG. 20, it should be noted that the suspension,namely the radius rods 506, are centered about a longitudinal centerline 580 of the vehicle whereas a center line of the engine is off-setfrom the longitudinal center line of the vehicle at a center line 582.Due to the off-set of the engine 50, the drive to the front final drive70 and rear final drive 76 is slightly angled. More particularly, asshown in FIG. 20, a rear prop shaft 586 extends at a slightly skewedangle 588 whereas front prop shaft 590 extends at a slightly skewedangle 592. With reference again to FIG. 11, front prop shaft 590includes a coupling at 594, which may be in the form of a universaljoint. Universal joint includes a front coupling at 596 which isdirected upwardly to the front final drive 70. Steering gear 414 ispositioned as low as possible in the vehicle, and is positioned in thearea defined by the inclusive angle between the front prop shaft 590 andthe front coupling 596. This optimizes bump steer.

With reference now to FIGS. 23-28, a front scavenge pump for engine 50will be described in greater detail. As shown in FIG. 23, engine 50drives CVT 52 which in turn drives shiftable transmission 56. Shiftabletransmission 56 is coupled to prop shafts 586 and 590 to drive rearfinal drive 76 and front final drive 70 respectively. It should beappreciated that engine 50 is substantially as shown in U.S. patentapplication Ser. Nos. 15/595,224 and 15/595,209, the subject matter ofwhich is incorporated herein by reference.

As shown in FIG. 24, engine 50 includes an engine block 600, valve cover602, oil pan 604, oil filtration system 606 and air intake system 608. Atiming chain cover 610 encloses the cam chain of the engine and alsoencloses an auxiliary scavenge pump 612 as shown in FIG. 25. As shown inFIGS. 25 and 26, pump 612 includes an integrated pump housing 614 withinthe oil pan 604, including an input area 620 and a discharge area 622.Housing portion 614 includes a circular opening at 624 to receive outerrotor 626 and an inner rotor 628 of the scavenge oil pump. A drivecoupler 630 is provided which couples to the main oil pump 652 at oneend by way of a rectangular drive 632 and couples to drive gear 634 atthe opposite end by way of a truncated circular portion 636 whichcorresponds with a like opening at 638 of gear 634. Pin 639 ispositioned in aperture 630 a and is received in slot 628 a to drivegerotor 628.

A cover 640 is provided having an opening at 642 which receives a syphonscreen at 644 which corresponds with opening at 620. It should beappreciated from the previous description of the powertrain that the camchain oil pump 612 is positioned longitudinally at a rear of thevehicle, such that in extreme inclines of the vehicle, oil floods to thecam chain area 646 which takes oil away from the main oil sump 648 (FIG.25). Thus as shown in FIG. 27, the drive chain couples to gear 634,drives gerotor 628 by way of pin 639 and drives pump shaft 650 of mainoil pump 652 by way of rectangular end portion 632. As shown in FIG. 28,oil moves in a direction of arrows into the inlet 644 whereupon gerotor628 moves the oil in the direction of arrows 660 and upward in thedirection of arrows 662 and out of the cam chain area 646 and returningto the main sump area 648.

With reference now to FIGS. 29-33, the mounting of engine 50 withinframe 20 will be described in greater detail. As shown first in FIGS.29-31, left-hand side mount assembly 240 is shown coupled to engine 50.As shown, mount assembly 240 includes a removable mount 670 (FIG. 31)and is defined by a channel-shaped member having parallel plate portions672 defining an upper platform at 674. A front edge of the plateportions 672 includes apertures 676 and a rear edge defines apertures678. Brackets 680 and 682 define apertures 684 and 686 respectivelywhich align with apertures 676 and 678. Fastener 688 is receivablethrough apertures 676 and 684 while fastener 690 is receivable throughapertures 678 and apertures 686. Counter fasteners 692 couple withfasteners 688 and 690 to retain left-hand side mount assembly 240 toframe 20.

As shown in FIG. 31, a mounting bracket is shown at 700 which couples tothe backside of transmission 56 and to the left-hand side of engine 50as shown in FIGS. 29 and 30. Bracket 700 is somewhat L-shaped having atransverse leg portion at 702 and a longitudinal leg portion at 704. Legportion 702 includes apertures at 706 while leg portion 704 hasapertures at 708. Apertures 706 align with apertures 710 at the backside of the transmission 56 and apertures 708 align with apertures 712(see FIG. 23). Fasteners 714 (see FIG. 29) are receivable throughapertures 708 and into threaded engagement with apertures 712 (see FIG.23). Fasteners 716 are receivable through apertures 706 and intothreaded engagement with apertures 710. An isolation mount 720 isprovided to interface between brackets 670 and 700. Mount 720 includes alower mount portion 722 which receives fasteners 724 therethrough andwhich are receivable with threaded apertures 728 of bracket 670. Mount720 further includes an arcuate flange 730 having apertures at 732. Acomplimentary arcuate flange 740 is positioned on bracket 700 havingthreaded apertures at 742. Thus, fasteners 744 are receivable throughapertures 732 and into threaded engagement with apertures 742.

With reference still to FIG. 31, an isolation mount 750 is shown whichis substantially similar to mount 720 having a lower mount portion at752 and an arcuate flange at 754 having apertures 756. The bracket 244includes threaded apertures at 758 which receives fasteners 760therethrough and through mounts 752 to retain mount 750 to bracket 244.Transmission 56 also includes an arcuate flange at 770 (see also FIG.34) having threaded apertures at 772. Fasteners 774 are receivablethrough apertures 756 and into threaded engagement with apertures 772 oftransmission 56. The location of arcuate flange 770 is further seen inFIG. 23. It should be noticed from FIG. 30, that bracket 670 ispositioned adjacent to prop shaft 586 such that removal of bracket 670and isolation mount 720 provides full access to prop shaft 586 forremoval and/or replacement.

With reference now to FIGS. 32 and 33, the right-hand side engine mountwill be described in greater detail. As shown, right-hand side mountassembly 242 has an upper platform 790 which receives an isolation mount792 in a similar fashion to mount 720. A bracket 794 is coupled to theright-hand side of the engine by way of fasteners 796 into apertures 798(see FIG. 24). Fasteners 800 couple the isolation mount to bracket 794.Further details of isolation mounts may be seen in U.S. Pat. No.9,873,316, the subject matter of which is incorporated herein byreference.

With reference now to FIGS. 34-38, a torque control feature of thetransmission will be described in greater detail. With reference firstto FIG. 34, the transmission 56 is shown where the transmission includesa transmission housing at 820 having an engine interface at 822 (FIG.35) which defines a flange for the mounting of engine 50. Anintermediate shaft 824 is provided having an input at 826 and an outputat 828. The gearing for transmission 56 is located within housingportion 830 and which is driven through input shaft 832. It should beappreciated that CVT 52 (FIG. 23) couples between shafts 828 and 832such that the engine 50 drives intermediate shaft 824 and shaft portion828 drives a drive pulley within CVT 52 and a driven pulley of CVT 52drives input shaft 832 of transmission 56. As shown in FIG. 34, anoutput shaft of transmission 56 is also provided at 840 which has ashaft portion 842 coupled to the front prop shaft 590 and a rear outputshaft 844 (FIG. 35) which couples to rear prop shaft 586 (FIG. 23).

With reference now to FIGS. 36 and 37, a slip clutch is defined betweenthe shaft portions 842, 844 to limit torque through the front prop shaft590. As shown, slip clutch is defined by a plurality of friction discs850 interposed between a plurality of clutch discs 852. Friction discs850 include a plurality of pads of friction surfaces 854 such as acarbon fiber material or graphite material to cause a frictionalengagement between the friction discs 850 and the clutch discs 852. Eachof the friction discs 850 include teeth at 858 while the clutch discs852 include splines 860. Shaft portion 842 includes a reduced diameterportion 868 having a splined portion at 870, an enlarged diameterportion at 872, a fixed pressure plate at 874, and a splined section at876. Shaft portion 842 further includes a threaded shaft portion 880 anda reduced diameter portion 882.

Shaft portion 844 includes a splined output shaft at 890, an enlargeddiameter portion at 892, a disc basket 894 having a plurality of teeth896 which match with teeth 858 of friction discs 850. Shaft portion 844further includes a helical gear 898 which is the input to lower shaft840 driven through shaft 832. Slip clutch further includes wave springs900, pressure nut 902, movable pressure plate 904, timing disc 906,bearings 908, 910 and seals 912, 914.

The plurality of friction discs 850 and clutch discs 852 are slidablyreceived over spline shaft portion 876 with the splines 860 of theclutch discs aligning with the splines of splined portion 876. Thispositions the plurality of stacked discs 850, 852 positioned against aninner surface of fixed pressure plate 874, as best shown in FIG. 36.Movable pressure plate 904 is thereafter received also on splinedportion 876 to be positioned against the last of the friction discs 850.Wave springs 900 are thereafter positioned over shaft portion 880 to bepositioned against pressure plate 904 and pressure nut 902 is threadablyreceived on shaft portion 880 and torqued down to a preset torque wherewave springs are pressing against pressure plate 904, as shown best inFIG. 36.

As shown in FIG. 36, an idler shaft 920 provides a helical gear 922 inengagement with helical gear 898. Shaft 920 is drivingly coupled toinput shaft 832 such that input torque from the engine is transferredthrough CVT 52 to transmission 56 and to outputs 842 and 844. When thetorque at 844 reaches a preset max torque, however, that is the torquewhere the friction discs 850 and clutch discs 852 begin to slip relativeto each other, the torque through shaft 842 is limited by the slipclutch defined through discs 850, 852. It should be noticed that as thefriction discs 850 are rotationally fixed relative to the shaft portion844 and the clutch discs 852 are rotationally fixed relative to shaftportion 842. When the torque at output shaft 844 is below the thresholdtorque, the entire shaft 840 rotates as a single piece. However, whenthe torque exceeds the predetermined maximum torque, the discs 850, 852slip relative to each other, allowing a different rotational speedbetween shaft portion 842 and shaft portion 844. With reference again toFIG. 36, the rotational speed of shaft portion 842 is measured throughtiming gear 906, where timing gear 906 includes a plurality of timingtines 930 and a timing sensor is positioned in aperture 932 (FIG. 37) tocount the rotations of the tines to calculate a speed of shaft portion842.

Thus with reference to FIG. 38, a torque model can be provided through aplurality of sensed perimeters, calculated perimeters and outputperimeters, where the shaft speed of the front shaft portion 842 isdetermined at 940, the shaft speed of rear shaft portion 844 isdetermined at block 942 and a differential between the two shaftportions 842, 844 is determined at block 944 so as to define a shaftspeed deferential at 948. Thus, as mentioned above, if the torque atshaft portion 844 is below the predetermined maximum torque, the shaftspeed differential at block 948 is 0. When the torque at shaft portion844 exceeds the predetermined maximum torque, the discs 850, 852 beginto slip such that a shaft speed differential is calculated, is input tothe torque model at block 950 and the engine output torque is limited bythe engine control unit at block 952.

With reference now to FIGS. 39-41, CVT 52 will be described in greaterdetail. As shown, CVT 52 includes an inner housing 970 (adjacent theengine 50 and transmission 56) and an outer housing 972. CVT 52 wouldalso include a drive side 974 and a driven side 976, and including adrive clutch 978 and a driven clutch 980 (FIG. 41). CVT 52 has a forwardintake 982, a rear intake 984 and an exhaust 986. CVT 52 may also beconfigured as shown in U.S. Patent application Ser. No. 62/644,717,filed Mar. 19, 2018, the subject matter of which is incorporated hereinby reference.

As the engine 50 is not coupled directly to the CVT 52, but rather tothe engine interface 822 (FIG. 35), the intermediate shaft 824 output828 extends through a shaft housing 990 (FIG. 34) which has a smallprofile in the radial direction. The shaft housing 990 also protrudesthrough the opening 992 as best seen in FIGS. 40 and 41, providing alarge space 994 around the inner sheave portion 996. The spacing 994provides an air volume and allows a substantial amount of air flowaround the inner sheave portion 996 and outer sheave portion 998 forcooling.

With reference now to FIG. 42, a coolant bottle is shown at 1000 havingan integrated switch to determine coolant level.

With reference now to FIG. 43, the utility bed 88 is shown to includechannels 1002 and drains 1004 to remove contaminants so as to not drainon hot portions of the power train.

With reference now to FIGS. 44 and 45, fuel tank 1050 is shownpositioned beneath and rearward of passenger seat 26. As shown, fueltank 1050 includes a longitudinally extending section at 1052 which islower than and under seat 26. Longitudinal section 1052 includes fuelpump 1054 which draws fuel from the lowest portion of the fuel tank1050. Fuel tank 1050 also includes a vertically extending section at1060 which includes the filler tube at 1062. As shown, verticallyextending section 1060 is rearward of passenger seat 26.

With reference now to FIGS. 1-5 and 46-49, cab frame 28 will bedescribed in greater detail. As shown first in FIGS. 1-5, cab frame 28generally includes longitudinally extending frame members 1070 and 1072which couple to couplers 1074 and 1076 at a front end thereof and tocouplers (not shown) at the rear thereof. A mid frame portion 1080 and1082 extends downwardly at a position adjacent to seats 24 and 26 andcouple to couplers 1086. With reference now to FIGS. 46-49, couplers1086 will be described in greater detail. As shown in FIG. 47, coupling1086 includes a tapered lower portion at 1090 which extends along anaxis 1092 which is common with the axis to coupling 186. An upperportion of coupling 1086 includes a collar 1094 which is skewed relativeto axis 1092 and includes an opening at 1096 which allows access to anopening 1100 extending through tapered portion 1090 (see FIG. 48).

Coupling 186 includes a tapered portion 1102 conforming to the taperedportion 1090 and which has a lower portion 1106 having an opening at1108. An aperture 1110 provides access between opening 1108 and taperedportion 1100 for receiving a fastener such as 1114. A counter fastener1116 is positionable through a retaining portion 1112 in opening 1096which retains fastener 116 and prevents rotation of fastener 116. Thus,coupling portion 1086 may be coupled to coupling 186 on tube 182 bypositioning tapered portion 1090 within coupling 186. This positions thetapered portion 1090 within the tapered portion 1102 of coupling 186 asshown best in FIG. 48. Fastener 1114 is thereby positioned throughopening 1110 which positions the threaded portion within the opening1096 of coupling 1086. Fastener 1116 may then be threaded onto thethreads of fastener 1114 to secure the tube 1082 to tube 182.Alternatively, brackets 196 (FIG. 9) can also be replaced with taperedcouplings 186. Preferably, axes 1092 of all tapered couplings 186 wouldbe parallel.

With reference now to FIG. 50, a joint 1120 is shown which provides ajoinder of tubes 106 and 176 to the larger tube 182. In this case, thetube 106 (referred to as a poke yoke pass through tube) is insertedthrough both walls of larger diameter tube 182, that is, throughopenings 1122 and 1124. This is a very efficient way to transmit bendingmoments and load the section properly, particularly where multiple tubesshare a common node in a space frame welded structure.

Instead of un-sharing multiple tube nodes to keep proper weld shelf, apoke yoke pass through tube profile may be added to the laser cut tubeto obtain proper weld shelf, increase fatigue life, and eliminate weldfixture loading sequence issues. There is also a reduction in total weldlength required as a small cost benefit. The plastics packaging requiredthe tube to only have ˜270 degrees of wrap. As also shown, the partiallyinserted tube 176 finds a natural stop against the poked through tube106.

With reference now to FIGS. 51-55, an alternate front frame will bedescribed which could be used in place of the front frame as describedin FIGS. 17-19. As shown, front frame 1320 includes a front frameportion 1322 and a removable front bumper portion 1324 (FIG. 52). Asshown in FIG. 52, front frame 1322 is generally comprised of lowerlongitudinal tube portions 1330, upper longitudinal tube portions 1332,front diaphragm plate 1334, and left and right-side plates 1336 and 1338(FIG. 53), respectively.

As shown best in FIG. 53, lower longitudinal tube portions 1330 includethreaded inserts 1340 whereas upper longitudinal tube portions 1332include threaded inserts 1342. Front pedestal plate 1334 is coupled tothe lower longitudinal tube portions 1340 and upper longitudinal tubeportions 1342 and includes an opening 1350 generally conforming to allowthe passage of front drive 70 therein, as will be described in greaterdetail herein. Side plate 1336 is generally coupled to the left-handside lower longitudinal tube portion 1330 and upper longitudinal tubeportion 1332, as best shown in FIG. 54. Left plate portion 1336 includesan opening at 1360 to allow access between front drive 70 and left frontwheel. Left side plate 1336 further includes a front opening at 1362 anda rearward opening at 1364 which align with mounting inserts 496 (FIG.53) as further described herein. A front pedestal 1370 is positionedbelow aperture 1362 and a rearward pedestal 1372 is positioned belowopening 1364. Pedestal 1370 defines a mounting surface at 1374 whilepedestal 1372 defines a mounting surface at 1376.

With reference now to FIG. 55, right-hand side plate 1338 is coupled tolower longitudinal tube portions 1330, and upper longitudinal tubeportions 1332. Plate 1338 includes an opening at 1380 and which issubstantially identical to the opening 1370, and which allows accessbetween right front wheel and final drive 70. Right plate 1338 alsoincludes a forward aperture at 1382 and a rearward aperture at 1384.Note that apertures 1382 and 1384 align with, and may be viewed through,the left-hand side plate 1336 through openings 1362 and 1364,respectively, as viewed in FIG. 54.

With reference again to FIG. 53, front final drive 70 is insertablethrough opening 1350 through diaphragm plate 1334. The front final drive70 is inserted until the mounting inserts 496 align with respectiveopenings 1362 and 1364 (FIG. 54) of the left-hand side plate 1336.Mounting anchors 1390 and 1392 are provided, which are L-shaped inconfiguration having vertical portions 1390 a, 1392 a, horizontalportions 1390 b and 1392 b. Apertures 1390 c, 1392 c and 1390 d and 1392d are provided for mounting as described herein. Anchors 1390 and 1392align with mounting inserts 496 of front final drive 70 whereuponvertical portions 1390 a and 1392 a couple through openings 1362 and1364 to contact mounting inserts 496. This positions the horizontalportions 1390 b and 1392 b upon pedestals 1374 and 1376, respectively.This also aligns apertures 1390 d, 1392 d with apertures 1374 a and 1376a, respectively. Vertical fasteners 1400 and 1402 are receivable throughapertures 1390 d and 1392 d, and apertures 1374 a and 1376 a to receivecounter fasteners 1404 and 1406. At the same time, fastener 1410 isreceivable through aperture 1390 c, through the front mounting insert496 and through aperture 1382 of right-hand side plate 1338 to receive acounter fastener 1414. In a like manner, fastener 1412 is receivablethrough aperture 1392 c, rear mounting insert 496, through aperture 1384to receive counter fastener 1416.

In the preferred method of installation, the horizontal fasteners 1410and 1412 are inserted first while the vertical fasteners 1400, 1402 andanchors 1390, 1392 are loosely installed. The horizontal fasteners 1410and 1412 are torqued to their nominal torque rating which provides nopre-load stress to the anchors 1390 and 1392. Rather, the anchors 1390and 1392 remain resting upon their corresponding surfaces 1374 and 1376.Once the horizontal fasteners 1410 and 1412 are torqued, fasteners 1400and 1402 may then be torqued to provide the final locating position ofthe front final drive 70.

With reference now to FIG. 52, removable bumper 1324 includes a plate1430 to which bumper bar 1432 is attached. Fasteners 1434 are receivablethrough the plate portion 1430 and into threaded fasteners withincouplers 1342. Thus, as should be appreciated, to remove front finaldrive 70, bumper 1324 is removed and front final drive 70 may be pulledthrough opening 1350 of 1334.

Referring to FIGS. 56-114, various alternative embodiments to thosedisclosed herein with respect to FIGS. 1-55 and/or additional featuresand systems of vehicle 2 are disclosed, with like components have thesame or similar reference numbers. With respect to FIGS. 56-68, analternative embodiment of frame 20 and cab frame 28 (FIGS. 1-9) aredisclosed as frame 2020 and cab frame 2028. More particularly, as shownin FIGS. 56-60, frame 2020 includes frame tubes 2102 extending generallylongitudinally and frame tubes 2114 extending generally vertically.Frame 2020 further includes frame members 4000 coupled to frame tubes2114 and extending generally inward therefrom. Illustratively, frame2020 includes at least two frame members 4000 and each includes abracket 4002 coupled thereto. In various embodiments, bracket 4002 isintegrally coupled with frame member 4000 and may be integrally formedwith frame member 4000 (e.g., through welds, adhesive, or rivets).Bracket 4002 includes a tie-down member 4004 which, illustratively,defines a bar or other structure configured to support a load coupledthereto. In this way, bracket 4002 and tie-down member 4004 define anintegrated tie-down assembly supported by frame 2020 such that a load attie-down member 4004 and bracket 4002 also is supported by frame 2020and may be distributed through at least a portion of frame 2020.

Referring still to FIGS. 56-60, frame 2020 may include additionalbrackets 4008 and tie-down members 4010. For example, bracket 4009 mayinclude a tie-down member similar to tie-down member 4004 or, asdisclosed further herein, similar to a tie-down member 4010.Additionally, a rear portion of frame 2020 includes frame tubes 2172extending generally longitudinally and frame tubes 2240 and 4006extending generally vertically and coupled with and/or positionedadjacent frame tubes 2172. Illustratively, frame tubes 4006 arepositioned longitudinally rearward of frame tubes 2240 and are coupleddirectly with frame tubes 2172. In one embodiment, frame 2020 includesat least two frame tubes 4006 and each frame tube 4006 includes bracket4008 integrally coupled thereto. Bracket 4008 also is integrally coupledwith frame tube 2174, which is positioned above frame tubes 2240 and4006 and extends generally longitudinally. As shown in at least FIG. 57,an upper portion 4012 of bracket 4008 is integrally coupled with frametube 2174 and a lower portion 4014 of bracket 4008 is integrally coupledwith frame tube 4006.

Bracket 4008 includes tie-down member 4010 which, illustratively,defines a bar or other structure configured to support a load coupledthereto. In one embodiment, tie-down member 4010 is coupled to lowerportion 4014 of bracket 4008, however, tie-down member 4010 can becoupled to any portion of bracket 4008. In this way, bracket 4008 andtie-down member 4010 define an integrated tie-down assembly supported byframe 2020 such that a load at tie-down member 4010 and bracket 4008also is supported by frame 2020 and may be distributed through at leasta portion of frame 2020.

It may be appreciated that brackets 4002, 4008 and tie-down members4004, 4010 may be positioned at any height along frame 2020.Additionally, brackets 4002, 4008 and tie-down members 4004, 4010 may bepositioned within a predetermined lateral distance of a longitudinalcenterline L (FIG. 5) of vehicle 2. For example, tie-down members 4004,4010 may be positioned laterally outboard of centerline L byapproximately 12-36 inches and, more particularly, may be positionedlaterally outboard of centerline L by approximately 24 inches. Further,as shown, both the left and right sides of vehicle 2 include tie-downmembers 4004, 4010 such that there is at least one tie-down member 4004,4010 on each lateral side of centerline L. Additionally, tie-downmembers 4004, 4010 may include a double-shear clevis attachment forloading the corresponding frame tubes and distributing the load to thesesections or tubes or frame 2020.

Referring to FIGS. 61 and 62, alternative embodiment cab frame 2028(compared to that shown in FIGS. 1-9 and 46-50) is shown. Cab frame 2028extends over seats 24, 26 (FIG. 1) and is coupled to frame 2020. Cabframe 2028 includes frame members or frame portions 3070, 3072, 3080,3082, each of which is coupled to frame 2020 (FIG. 56) throughcomplementary couplers. In one embodiment, cab frame 2028 is a singleweldment such that frame members 3070, 3072, 3080, 3082, and any otherframe member of cab frame 2028 are integrally formed together (e.g.,define a single weldment). Various frame members or portions of cabframe 2028 may include openings or apertures 4016 configured to exposean inner volume of such frame members or portions. Openings 4016 areillustratively shown on frame portions 3072 and 3082, however, openings4016 may be positioned on frame members or portions 3070 and/or 3080.Openings 4016 are configured as pass-through openings to allow variouswires, conduits, lines, or other components of vehicle 2 to extendwithin cab frame 2028 rather than being exposed such that thesecomponents may extend between frame members 3072 and frame portions3080, 3082 without being exposed to seating area 22 (FIG. 1). This mayprotect such components from damage or wear and also may increase theaesthetics of vehicle 2.

Referring to FIGS. 63-68, the rear portion of frame 2020 includesalternative embodiment utility bed support area 2200 (compared tosupport area 200 of at least FIGS. 8 and 9). Support area 2200 includestubes 2206 and 2208, where tubes 2208 extend generally longitudinallyand are coupled with tube 2206, which extends generally laterally andperpendicularly to tubes 2208. Support area 2200 further includes braces4017 extending between tubes 2208 and generally parallel to tube 2206.Illustratively, braces 4017 are positioned longitudinally forward oftube 2206.

In one embodiment, tubes 2208 are removably coupled to brackets 4020 ona cross-member 4018 with fasteners 4022. Cross-member 4018 may be partof frame 2020 and coupled to frame tubes 2240. As shown in at leastFIGS. 64 and 65, cross-member 4018 is positioned vertically lower thantransverse tube 2182. Tubes 2208 extend longitudinally from cross-member4018 and a rear end of tubes 2208 is coupled with tube 2206.

As shown best in FIG. 56A, brackets 4020 are coupled to cross-member4018 and, more particularly, brackets 4020 extend through a recess oropening 4019 of cross-member 4018. Illustratively, opening 4019 is apass-through opening in which a portion of bracket 4020 extendscompletely through opening 4019. In this way, a forward portion ofbracket 4020 is positioned forward of cross-member 4018 and a rearwardportion of bracket 4020 is positioned rearward of cross-member 4018.Bracket 4020 may be welded or otherwise permanently fixed tocross-member 4018 at opening 2019 such that the welded or fixed jointtherebetween fully surrounds opening 4019 and increases the size of thewelded or fixed joint. Alternatively, the welded or fixed joint may bepositioned at a portion of opening 4019 and may not fully surroundopening 2019. This configuration of brackets 4020 and cross-member 4018allows for support area 2200 to be able to support multiple componentsof vehicle 2, such as coolant bottle 3000, utility bed 2088, andportions of air intake assembly 2608 and exhaust 2986, as disclosedfurther herein, because the load from such components may be distributedthrough other portions of frame 2020 (e.g., cross-member 4018) and doesnot need to be supported only at brackets 4020 and tubes 2208.

Tube 2206 is removably coupled to brackets 4008 with fasteners 4024. Asshown best in FIGS. 63-65, upper surfaces of tubes 2206 and 2208 andbraces 4017 are flush with each other such that tubes 2206, 2208 andbraces 4017 define a generally planar or flat surface. In this way,support area 2200 is configured to support at least one component ofvehicle 2 thereon and, more particularly, is configured to supportutility bed 2088 thereon.

Referring to FIGS. 67 and 68, a bottom surface 4026 of utility bed 2088includes guides 4028. Guides 4028 extend downwardly from bottom surface4026 and may be removably coupled to bottom surface 4026 or may beintegrally formed with bottom surface 4026. Guides 4028 are configuredto extend along a laterally inner surface 2209 of tubes 2208 such thatguides 4028 laterally overlap a portion of tubes 2208. In this way, whenutility bed 2208 is positioned on support area 2200, guides 4028 arepositioned along and in contact with inner surface 2209 of tubes 2208such that utility bed 2088 is in the correct position for centering onand securing to support area 2200. It may be appreciated that guides4028 are configured to be spaced apart from each other, where necessary,to receive or otherwise accommodate components of support area 2200,such as braces 4017. When correctly positioned on support area 2200,utility bed 2088 may be fastened thereto with couplers, such as bolts,screws, ties, etc.

Referring still to FIGS. 63-68, support area 2200 not only supportsutility bed 2088 but also is configured to support additional componentsof vehicle 2. For example, as shown best in FIGS. 63 and 66, supportarea 2200 is configured to support a portion of air intake assembly2608, a portion of exhaust assembly 2986, a portion of the coolingassembly of vehicle 2 (e.g., coolant bottle 3000), and various panels ofouter body 80 (e.g., rear fenders, rear close-off panels, rear bumper,etc.). Illustratively, a forward portion of support area 2200 supportsand may be coupled to an airbox 4030 of air intake assembly 2608 suchthat airbox 4030 is supported on at least tubes 2208. Additionally, arearward portion of support area 2200 supports and may be coupled to amuffler or silencer 4032 of exhaust assembly 2986. As shown in FIG. 66,brackets 4034 extend from at least tubes 2208 and are coupled to supportarms 4036 which are attached to muffler 4032.

Referring to FIGS. 69 and 70, front suspension 2040 is shown. As notedherein with respect to FIGS. 12 and 13, front suspension 2040 includesupper alignment arm or A-arm 2280, lower alignment arm or A-arm 2282,and LFE or shock absorber 2284. LFE 2284 is operably coupled to lowerA-arm 2282 through a clevis 2298. More particularly, clevis 2298 has agenerally U-shaped body extending between an upper end 4040 and a lowerend 4042. Lower end 4042 is removably coupled to lower A-arm 2282 with afastener 4044, such as a bolt. Clevis 2298 is configured to receive orstraddle a portion of half shaft 2290 such that clevis 2298 and LFE 2284do not interfere with the desired location or rotational movement ofhalf shaft 2290. In this way, half shaft 2290 is positioned verticallyintermediate upper and lower ends 4040, 4042 of clevis 2298.

As shown best in FIG. 70, upper end 4040 of clevis 2298 is coupled to alower portion of LFE 2284. More particularly, upper end 4040 of clevis2298 includes an aperture 4049 configured to receive a threaded end 4048of LFE 2284. Threaded end 4048 is aligned with a piston assembly 4046 ofLFE 2284 and, illustratively, may be collinear with a rod portion ofpiston assembly 4046. Additionally, the lower portion of LFE 2284includes a spring retainer 4047 which is rotationally oriented orclocked through an interface to clevis 2298. Illustratively, clevis 2298includes a tab 2299 which fits within a slot 4045 on spring retainer4047 to allow rod 4046 to pass through when installing spring retainer4047 on LFE 2284.

By using clevis 2298, front suspension 2040 and the steering assembly ofvehicle 2 may be compactly packaged and a longer LFE 2284 may be usedwithout compromising the weight of vehicle 2.

Referring to FIGS. 69-73, front braking system 2420 is shown positionedadjacent front wheel hub 2292. As shown, braking system 2420 is coupledto steering spindle 2390 and comprises brake caliper 2422, disc pads2424, and brake disc 2426. Hub 2292 includes a plurality of apertures2430, 2440 which receive fasteners (not shown) therethrough and disc2426 includes apertures 2436 such that hub 2292 and disc 2426 may becoupled together and coupled to a portion of spindle 2390. Caliper 2422may include castellated pistons which to reduce weight, as disclosedfurther herein, and may facilitate thermal management of front brakingsystem 2420.

Caliper 2422 and disc pads 2424 couple to a brake mount at 2442 (FIG.72) such that disc pads 2424 are held on opposite sides of brake disc2426. Alternatively, brake disc 2426 could be shown as a singlecomponent, comprising disc 426, at least a portion of hub 2292, andfasteners (not shown).

The configuration of front braking system 2420 allows for integration ofcaliper 2422 with spindle 2390, thereby reducing weight and size atground-engaging members 4 and minimizing the need for additionalprotective measures for brake caliper 2422. More particularly, brakingsystem 2420 and the connection of steering arms 400 (FIGS. 12-15) tospindle 2390 at ball joint connection 4041 (FIG. 71) are positionedlongitudinally rearward of the wheel's rotational axis R (FIG. 69). Assuch, brake caliper 2422 may require less protection from debris and mudaccumulation than in other positions and the weight and size ofground-engaging member 4 and/or front braking system 2420 may bereduced.

Referring to FIG. 74, a rear braking system 4050 is shown and may besimilar to front braking system 2420. Rear braking system 4050 includesbrake caliper 4052, disc pads (not shown), and brake disc 4054. Caliper4052 and the disc pads may be coupled to a brake mount at 4054 such thatthe disc pads are held on opposite sides of brake disc 4054.

Referring now to FIGS. 74-78, rear suspension 2042 is shown. Rearsuspension 2042 includes trailing arms 2500, upper radius arms or rods2506, lower radius arms or rods 4062, LFEs or shock absorbers 4060, andtoe links or arms 4064. As shown best in FIG. 74, LFE 4060 is coupled toan upper surface of trailing arm 2500 through a shock mount 4066. Shockmount 4066 is positioned longitudinally along the length of trailing arm2500 and is positioned longitudinally forward of a rear end portion orknuckle carrier 4058 of trailing arm 2500. Knuckle carrier 4058 may bestamped to reduce the weight of rear suspension 2042. Knuckle carrier4058 may be cast to reduce the complexity of rear suspension 2042. Theupper surface of trailing arm 2500 also may include a mount 4067configured to receive a portion of torsion bar assembly 510 (FIG. 21).

Knuckle carrier 4058 of trailing arm 2500 includes an opening 4068configured to receive rear half shaft 2078. Knuckle carrier 4058 furtherincludes a rearward surface 4070 configured to support outer ends ofupper and lower radius rods 2506, 4062. More particularly, rearwardsurface 4070 includes a mounting member 4072 configured to supportradius rods 2506, 4062. In one embodiment, mounting member 4072 isintegrally formed with knuckle carrier 4058 of trailing arm 2500, whilein other embodiments, mounting member 4072 is removably coupled toknuckle carrier 4058. The outer ends of radius rods 2506, 4062 arepositioned longitudinally intermediate mounting member 4072 and knucklecarrier 4058 such that mounting member 4072 defines the rearwardmostsurface of rear suspension 2042. Illustratively, radius rods 2506, 4062are positioned longitudinally rearward of rear half shaft 2078.

Referring still to FIGS. 74-78, trailing arm 2500 includes an opening4074 which extends between an inner portion 4076 and an outer portion4078 of trailing arm 2500. Inner and outer portions 4076, 4078 maydefine a clamshell design and are stamped components which join togetherto define trailing arm 2500. Portions 4076, 4078 may be symmetrical onthe right and left sides of rear suspension 2042 which minimizes toolingduring the manufacturing process, thereby reducing cost. Additionally,because portions 4076, 4078 are stamped, rear suspension 2042 may bemade lighter.

Trailing arm 2500 extends between a forward portion 4090 and knucklecarrier 4058. Forward portion 4090 includes a coupler 4092 configured tooperably coupled to frame 2020 and allow for generally vertical movementof trailing arm 2500 during operation of vehicle 2. Knuckle carrier 4058is coupled to a rearward portion 4091 of trailing arm 2500 which,illustratively, generally defines a “V” shape at 4093. Rearward portion4091 may be fixed to knuckle carrier 4058 through welding. Theconfiguration of trailing arm 2500 and the connection to knuckle carrier4058 may distribute loads at trailing arm 3500 more efficiently andincrease the weld content at the interface between rearward portion 4091and knuckle carrier 4058.

Opening 4074 extends completely through trailing arm 2500 and isconfigured to receive a portion of toe link 4064. More particularly, toelink 4064 extends generally longitudinally between a forward end 4080and a rearward end 4082. Forward end 4080 includes a coupler 4084configured to operably couple with a portion of frame 2020. Rearward end4082 includes a coupler 4086 configured to be operably coupled to a hubassembly 4088 of rear ground-engaging member 6 (FIG. 1). Coupler 4086may define a joint loaded in double shear. A corresponding bearing maybe loaded radially and, as such, the risk of coupler 4086 and thebearing pulling apart if coupler 4086 becomes worn is minimized.

Coupler 4086 may be positioned within an opening 4087 of knuckle carrier4058 of trailing arm 2500. As shown best in FIGS. 76A-76C, coupler 4086may include a bolt 4400, an eccentric washer 4402, and a nut 4404 which,collectively, provide the ability to adjust alignment of toe link 4064by rotating bolt 4400 before tightening nut 4404. Bolt 4400 may bemechanically coupled to washer 4402, through knurling, a D-profile, orother shape. The washer profile is eccentric to the bolt axis andknuckle carrier 4058 may have locating tabs that washer 4402 contacts.In this way, as bolt 4400 is turned, washer 4402 moves the bolt axisfore and aft in the opening. Once bolt 4400 is rotated to provide thedesired alignment of toe link 4064, the bolt head is fixed in positionand nut 4404 is tightened to the desired torque.

As shown best in FIG. 75, toe link 4064 extends diagonally throughopening 4074 such that forward end 4080 is positioned inwardly of outerportion 4078 of trailing arm 2500 while rearward end 4082 is positionedoutwardly of inner portion 4076 of trailing arm 2500. In this way, theconfiguration of rear suspension 2042 may be compact so as to notinterfere with other components or systems of vehicle 2, such as thepowertrain or driveline, but opening 4074 provides sufficient space fortoe link 4064 to move with or relative to trailing arm 2500 when needed.

Additional details of rear suspension 2042 may be disclosed in U.S.patent application Ser. No. 16/266,797, filed Dec. 20, 2018, andentitled “REAR SUSPENSION ASSEMBLY FOR A VEHICLE” (Attorney Docket No.PLR-15-28340.05P-US), the complete disclosure of which is expresslyincorporated by reference herein.

Referring to FIGS. 79-93, portions of the powertrain of vehicle 2 aredisclosed. As disclosed herein, the powertrain of vehicle 2 includes atleast engine 50 and CVT 52 (FIGS. 23 and 24). At the interface betweenengine 50 and CVT 52 may be an arc spring assembly 4100 (also shown inFIG. 41). More particularly, arc spring assembly 4100 may be positionedintermediate a crankcase of engine 50 and drive clutch 978 (FIGS. 39-41)of CVT 52 and, in one embodiment, directly coupled to a crankshaft 4102of engine 50 and drive clutch 978 of CVT 52. Illustratively, as shownbest in FIG. 81, arc spring assembly 4100 is directly coupled to aninput end 4104 of crankshaft 4102. By positioning arc spring assembly4100 at input end 4104 of crankshaft 4102 and adjacent drive clutch 978of CVT 52, vibrations at engine 50 are absorbed and do not transfer toCVT 52. In other words, arc spring assembly 4100 reduces or dampens theapplied shaking forces from crankshaft 4102 during the engine firingevents, thereby increasing the life of CVT 52 by reducing the torsionalpulsation to decrease the temperature of the CVT belt.

Arc spring assembly 4100 includes an arc spring damper assembly 4110, aring gear 4112 positioned around a flex plate 4111, and a hub 4114. Hub4114 is coupled to input end 4104 of crankshaft 4102. Hub 4114 includesapertures 4120, at least some of which align with apertures 4122 oninput end 4104 to receive fasteners 4118 (e.g., bolts, rivets, etc.).Flex plate 4111 and ring gear 4112 are positioned adjacent hub 4114 suchthat hub 4114 is positioned intermediate flex plate 4111 and input end4104 of crankshaft 4102. Ring gear 4112 has a larger diameter than hub4114 and includes a plurality of teeth 4124 along an outer circumferencethereof. Flex plate 4111 includes a plurality of locating members (e.g.,dowels or pins) 4113 configured to properly locate CVT 52 relative toengine 50 (e.g., may be used for proper positioning on the flywheel ofengine 50). Additionally, flex plate 4111 includes a plurality ofmounting members 4115 (e.g., studs) configured to couple to arc springdamper assembly 4110. Flex plate 4111 also includes a plurality ofapertures 4126 configured to align with apertures 4120 and 4122 toreceive fasteners 4118 for coupling flex plate 4111 and hub 4114 toinput end 4104 of crankshaft 4102.

A mounting plate 4116 may positioned on the opposite side of flex plate4111 relative to hub 4114 such that flex plate 4111 is positionedintermediate mounting plate 4116 and hub 4114. Mounting plate 4116includes a plurality of apertures 4128 configured to align withapertures 4120, 4122, 4126 to receive fasteners 4118 for couplingmounting plate 4116 with flex plate 4111, hub 4114, and input end 4104.

Arc spring damper assembly 4110 is positioned adjacent mounting plate4116 such that mounting plate 4116 is intermediate flex plate 4111 andarc spring damper assembly 4110. Arc spring damper assembly 4110includes a spring body cover 4130, a drive plate 4132, and a threadedaperture 4134. Threaded aperture 4134 is configured to receive a portionof shaft 824 and/or shaft 828 (FIG. 41) such that crankshaft 4102 drivesdrive clutch 978 of CVT 52 (FIG. 41) through arc spring assembly 4100.Threaded aperture 4134 may be centrally positioned on spring body cover4130. In this way, arc spring assembly 4100 is directly coupled tocrankshaft 4102 and drive clutch 978. Through this direct connectionbetween crankshaft 4102 and drive clutch 978, arc spring assembly 4100becomes the decoupling device between drive clutch 978 and engine 50.The use of arc spring assembly 4100 reduces side load on crankshaft 4102to increase the life of engine 50 and the life of the belt of CVT 52, asfurther disclosed herein.

Drive plate 4132 includes couplers 4136 which are configured to receivemounting members 4115 on flex plate 4111 for coupling together arcspring damper assembly 4110 and flex plate 4111.

As shown best in FIGS. 83 and 84, spring body cover 4130 includes atleast one spring 4138 extending at least partially around threadedaperture 4134 and having a coiled shape. Springs 4138 may be retained bya spring retainer 4139. Springs 4138 are configured to receive andabsorb vibrational forces from engine 50 to minimize transfer of suchvibrational forces to CVT 52, as disclosed further herein. In this way,arc spring assembly 4100 is configured to increase the life of CVT 52 byminimizing wear thereto.

More particularly, the torque path through arc spring damper assembly4110 is shown as the arrows in FIG. 84. Torque initially is transmittedthrough drive plate 4132 and then transmitted through spring body cover4130. Torque is transmitted through spring body cover 4130 and thentransmits along fasteners 4118 between spring body cover 4130 and springretainer 4139. Torque then transmits through spring retainer 4139 beforetransmitting through springs 4138 and ultimately transmitting through aflange 4131 and a hub 4137 generally surrounding threaded opening 4134.Springs 4138 provide the damper capacity stop when the inner diametercoils go solid. It may be appreciated that if the torque increases to anamount greater than the spring capacity, the torque still follows thesame torque path disclosed in FIG. 84.

Referring to FIGS. 85-88B, a further portion of the powertrain ofvehicle 2 is disclosed. Illustratively, and similar to that disclosed inFIG. 53 with respect to supporting front drive 70 on frame 20 or 2020,lower longitudinal tube portions 1330 include threaded inserts 1340whereas upper longitudinal tube portions 1332 include threaded inserts1342. Front pedestal plate 1334 is coupled to the lower longitudinaltube portions 1340 and upper longitudinal tube portions 1342 andincludes an opening 1350 generally conforming to allow the passage offront drive 70 therein, as described in greater detail herein. Sideplate 1336 is generally coupled to the left-hand side lower longitudinaltube portion 1330 and upper longitudinal tube portion 1332. Left plateportion 1336 includes an opening at 1360 to allow access between frontdrive 70 and left front wheel. Left side plate 1336 further includes afront opening at 1362 and a rearward opening at 1364 which align withmounting inserts 496, as further described herein. A front pedestal 1370is positioned below aperture 1362 and a rearward pedestal 1372 ispositioned below opening 1364. Pedestal 1370 defines a mounting surfaceat 1374 while pedestal 1372 defines a mounting surface at 1376.

Fasteners 1410, 1412 are installed through plate portions 1336 andthrough front drive 70 and are tightened without any preload loss at thejoint. The plate portions 1336 are castings which have smooth radii andoffer complete contact. More particularly, the boss on plate portions1336 has proper contact with an isolator to prevent the isolator fromtearing and cutting. Once fasteners 1410, 1412, which are horizontalfasteners, are tightened, vertical fasteners 1400, 1402 are tightened.If the order of tightening the horizontal and vertical fasteners isreversed, then plate portions 1336 will be pre-stressed in bending andmay fatigue early. In this way, front drive 70 utilizes a slip joint toremove the bolt preload and facilitate installation.

Referring to FIGS. 87A and 87B, and similar to front drive 70, reardrive 2076 may be similarly mounted to frame 2020. More particularly,rear drive 2076 may include bosses 4410 extending generally laterallyand configured to receive removable fasteners 4412 therethrough.Fasteners 4412 also extend through openings in a mounting bracket 4414and, as such, couple together mounting bracket 4414 and the housing ofrear drive 2076 with couplers 4416. It may be appreciated that brackets4414 are removable from frame 2020 to facilitate service and assembly ofrear drive 2076.

Brackets 4414 are coupled to a brace 4420 extending between and coupledto frame tubes 2174. More particularly, fasteners 4422 extend generallyvertically between corresponding apertures in brace 440 and brackets4414 to couple together brackets 4414 and brace 4420. Fasteners 4422extend through isolators 4421 on bracket 4414. Couplers 4424 areconfigured to receive a portion of fasteners 4422 to secure bracket 4414to brace 4420. Because rear drive 2076 is coupled to brackets 4414, reardrive 2076 also is coupled to brace 4420 through brackets 4414.

The housing of rear drive 2076 further includes second bosses 4418configured to receive fasteners 4426 in order to couple a forwardportion of rear drive 2076 to upstanding brackets 4428. Illustratively,fasteners 4426 extend through apertures in upstanding brackets 4428 andthrough bosses 4418 of rear drive 2076 in order to couple with couplers4430. Upstanding brackets 4428 extend upwardly from frame tubes 2172.

Referring still to FIGS. 87A and 87B, rear drive 2076 may be mounted indouble shear and also mounted in a manner to avoid clamp load loss whenthe installation sequence is followed. To avoid clamp load loss, thefollowing installation sequence may be used. First, rear drive 2076 isassembled with frame 2020 by dropping rear drive 2076 down into the rearenvelope between upstanding brackets 4428. Although upstanding brackets4428 may be welded to frame tubes 2172, upstanding brackets 2172 createa cradle to hold rear drive 2076 in place while fasteners 4426 are thenassembled through bosses 4418. Next, brackets 4414 are installed in thefore-aft direction into the envelope of brace 4420 and fasteners 4422are then installed. Then, vertical fasteners 4422, which may be doubleshear bolts, are added loosely. Fasteners 4426 are tightened first, thenfasteners 441 are tightened. Lastly, fasteners 4422 are tightened.Accordingly, fasteners 4412 have no preload loss in the joint and allowsome flexibility and tolerance stack up with this configuration.

Referring to FIGS. 88-93, the powertrain of vehicle 2 includes abreather tube or conduit 4140. Breather tube 4140 is configured toprevent engine oil from entering the combustion system of engine 50 ifvehicle 2 is in a tip- or roll-over situation. For example, atapproximately 80° lean relative to vertical, sump oil for engine 50 maymove through breather tube 4140 and could enter the intake manifold ofengine 50, which may cause damage to the cylinders and other componentsof engine 50. As such, there is a need for breather tube 4140 tomechanically close off this flow path to the intake manifold during aroll-over situation.

Breather tube 4140 includes a first or engine portion 4142 configured tobe coupled with main oil sump 648 of engine 50 (FIG. 25) and a second orintake portion 4144 configured to be coupled with an intake manifold ofengine 50. More particularly, first portion 4142 includes a coupler orconnector 4146 configured as a quick-connect coupler for attaching tosump 648 or other portion of engine 50 and second portion 4144 includesa coupler or connect 4148 configured as a quick-connect coupler forattaching to the intake manifold.

Additionally, breather tube 4140 includes a check valve 4150 positionedat an interface 4152 of first and second portions 4142, 4144. Checkvalve 4150 includes a housing 4154 having a first end 4156 and a secondend 4158 and a check ball 4153. First end 4156 is positioned generallyin first portion 4142 of breather tube 4140 while second end 4158 ispositioned generally in second portion 4144 of breather tube 4140.Housing 4154 may be a single component configured to house check ball4153 such that first and second ends 4156, 4158 may be integrally formedtogether. In various embodiments, housing 4154 may be comprised ofaluminum tubing or injection-molded plastic which is ultrasonicallywelded together. The materials comprising housing 4154 and check ball4153 are configured to withstand high engine oil temperatures (e.g.,approximately 150° C.) and completely seal hot oil from entering theintake manifold of engine 50.

First end 4156 includes at least one stop feature 4160, configured as anindentation or reduced diameter portion of housing 4154, which preventsmovement of check ball 4153 past this portion of first end 4156. Secondend 4158 includes a seat 4162 configured to receive check ball 4153 whencheck ball 4153 is within second end 4158. Seat 4162, which may becomprised of a rubber material, includes an orifice 4164 extendingtherethrough and is configured to receive a fluid depending on theoperation and position of vehicle 2. In one embodiment, the flow areathrough housing 4154 may be approximately seven times larger than theflow area through orifice 4164. Both first and second ends 4156, 4158include guides 4166 configured to ensure that check ball 4153 remainscentered within housing 4154 for complete sealing, if needed.

In operation, and referring to FIGS. 92 and 93, if vehicle 2 encountersa tip- or roll-over situation, check ball 4153 moves towards seat 4162to prevent oil from sump 648 flowing into the intake manifold of engine50 (FIG. 92). However, when vehicle 2 is upright and operating along aground surface, check ball 4153 may move away from seat 4162 in order toallow gas pressure from the crankcase of engine 50 or other fluids tovent during operation of the powertrain (FIG. 93).

Referring to FIGS. 94-96, the powertrain of vehicle 2 includes airintake system 608, 2608, as disclosed herein. Air intake system 608,2608 includes intake ports 4170 positioned generally adjacent utilitybed 2088. Illustratively, intake ports 4170 are positioned on right andleft sides of vehicle 2 and one intake port 4170 is configured toprovide air to engine 50 and the other intake port 4170 is configured toprovide air to CVT 52. The incoming air from intake port 4170 to engine50 is provided for combustion while the incoming air from the otherintake port 4170 to CVT 52 provides cooling air for cooling clutches978, 980 and the belt.

Intake ports 4170 each include a filter or other cover 4172 coupled to abezel 4174. Bezel 4174 may be defined as part of outer body 80, 2080 andmay receive filter 4172 (e.g., be removably coupled with filter 4172) ormay be integrally formed with filter 4172. Ports 4170 face outwardlyfrom vehicle 2 such that ports 4170 face the ambient air surroundingvehicle 2 and are configured to pull ambient air therein.

To minimize noise caused by the incoming air flowing into ports 4170,bezel covers or blockers 4176 may be positioned along a portion ofbezels 4174. More particularly, because ports 4170 are positionedgenerally at the same vertical height as a portion of the seat back inseating area 22, noise at ports 4170 may be heard by the operator and/orpassenger; however, bezel covers 4176 deflect sound rearwardly and awayfrom seating area 22.

Illustratively, bezel covers 4176 include an inwardly-facing wall 4176a, an upper surface 4176 b, and a rearwardly-extending portion 4176 c.In this way, bezel covers 4176 generally surround upper and innersurfaces of bezels 4174 while leaving the outer surface of bezel 4174and filter 4172 fully exposed for receiving the ambient air. Bezel cover4176 may be removably coupled to bezel 4174 through fasteners 4178extending through at least upper surface 4176 b. In this way, bezelcovers 4176 may be removed for cleaning and removing mud or dirtaccumulations thereon. It may be appreciated that bezel covers 4176 donot extend into utility bed 2088 and, therefore, do not impinge on theavailable cargo volume or space of utility bed 2088.

Referring to FIGS. 97-99, the powertrain of vehicle 2 includes exhaust986, 2986, as disclosed herein. Exhaust 986, 2986 includes muffler 4032supported at the rear end of vehicle 2 and, more particularly, supportedby support area 2200. Exhaust 986, 2986 further includes an exhaustoutlet or tailpipe 4180 comprised of a conduit portion 4182 and anoutlet portion 4184. Conduit portion 4182 may be removably coupled orintegrally formed with a portion of muffler 4032 and outlet portion 4184is fluidly coupled to muffler 4032 through conduit portion 4182.

Illustratively, outlet portion 4184 is removably coupled to conduitportion 4182 at an intersection or coupling location 4188 and isretained on conduit portion 4182 with at least a removable fastener 4186(FIG. 98). A collar or other coupling or retaining member also may beused to join outlet portion 4184 to conduit portion 4182 at intersection4188.

Outlet portion 4184 may include a plurality of sides which intersectwith each other. Illustratively, the shape of outlet portion 4184 isdefined by four sides and generally defines a trapezoid. As shown bestin FIGS. 97 and 98, a length of an upper side 4184 a may be greater thanthat of a lower side 4184 b. Left and right sides 4184 c, 4184 d mayextend between upper and lower sides 4184 a, 4184 b and are coupledthereto such that left and right sides 4184 c, 4184 d extend diagonallyinwards towards centerline L to couple with lower side 4184 b.

Outlet portion 4184 is defined as a double-wall outlet which includes afirst wall segment 4190 extending from and generally collinear withconduit portion 4182 and a second wall segment 4192 surrounding aportion of first wall segment 4190. In one embodiment, first and secondwall segments 4190, 4192 are integrally formed with each other and,because of that, second wall segment 4192 increases the return edge ofoutlet portion 4184. In this way, first and second wall segments 4190,4192 radially overlap each other to define the double-wall structure. Invarious embodiments, any portion of exhaust 986, 2986 may include aninsulated cover or wrapping to shield adjacent components of vehicle 2from the heat produced within exhaust 986, 2986 and/or to strategicallymanage the heat within exhaust 986, 2986 at various points along thesystem.

In one embodiment, exhaust 2986 is a center exhaust such that outletportion 4184 is positioned along centerline L (FIG. 5). However, variouspanels of outer body 80 also may be positioned at this location and,therefore, it is necessary to ensure that the temperature of exhaust2986 at the location of the body panels of outer body 80 does not exceeda threshold which is detrimental to the body panels. By configuringoutlet portion 4184 as a double-wall outlet, the cumulative thermalconductivity of outlet portion 4184 decreases, thereby protecting thebody panels adjacent outlet portion 4184.

Referring to FIG. 100, a cooling assembly may be provided with thepowertrain of vehicle 2 in order to provide cooling to the variouscomponents of the powertrain, such as engine 50. The cooling assemblyincludes coolant bottle 3000, which may be similar to coolant bottle1000 of FIG. 42. Coolant bottle 3000 may be supported on support area2200, as shown in FIG. 66, and, illustratively, may be supported ontubes 2208 at a position generally adjacent airbox 4030. Coolant bottle3000 includes a housing 3002 configured to store coolant fluid and, moreparticularly, includes an upper housing portion 3002 a and a lowerhousing portion 3002 b. Lower housing portion 3002 b includes a notchedor recessed portion 3003 positioned adjacent a lower or bottom surface3004 of housing 3002.

Recessed portion 3003 is configured to receive a sensor 3006. Sensor3006 is configured to detect the coolant level within coolant bottle3000. Based on the location of recessed portion 3003 and sensor 3006(i.e., the location adjacent lower surface 3004), sensor 3006 can detectwhen the coolant level in housing 3002 is low. Sensor 3006 iselectrically or otherwise operably coupled to a control system ofvehicle 2 and, therefore, if a controller receives an input from sensor3006 indicating that the coolant level in coolant bottle 3000 is low,the control system may provide a visual or auditory alert to theoperator. If necessary, the control system may control vehicle operationand/or parameters of the powertrain based on the coolant level withincoolant bottle 3000 and the output of sensor 3006.

Referring to FIG. 101, the powertrain of vehicle includes fuel tank 3050similar to fuel tank 1050 disclosed in FIGS. 44 and 45. Fuel tank 3050may include a vent conduit 4194 positioned along a portion of frame 2020and directed towards the rear of vehicle 2. More particularly, ventconduit 4194 extends upwardly towards frame member 2182 and along frametube 2174 to enter frame tube 2174 at an opening 4196 (also shown inFIGS. 56 and 63-65). Frame tube 2174 is a hollow frame tube which alsoincludes an opening 4198 (FIGS. 57 and 63-65) at a rear end thereof.Vent conduit 4194 may extend through opening 4196 and along a length offrame tube 2174 towards opening 4198. In this way, fuel (e.g., vapor)that is vented from fuel tank 3050 flows through vent conduit 4194 andinto frame tube 2174 at opening 4196. The fuel that vents from conduit4194 into frame tube 2174 then flows rearwardly through at least alength of vent conduit 4194 and/or frame tube 2174 and exits frame tube2174 and vehicle 2 at opening 4198. As such, vented fuel is directedtowards right side of vehicle 2 at frame tube 2174 and is directed awayfrom heat-producing components (e.g., of the powertrain), even whenvehicle 2 is traversing on a hill or is leaning, for example, to theleft side. In other words, the configuration of frame tube 2174,openings 4196, 4198, and vent conduit 4194 ensures that fuel doesdeviate from the path within frame tube 2174 and flow towards a hot areaof frame 2020 when vehicle 2 is at certain orientations.

Referring to FIGS. 102 and 103, in operation, the powertrain of vehicle2 may be configured for pull-pull shifting. The powertrain of vehicle 2further includes shiftable transmission 2056 which may be similar toshiftable transmission 56 of FIG. 3. Shiftable transmission 2056 isoperable by a shifter assembly 2060 which may be similar to shifterassembly 60 of FIG. 5. Illustratively, shifter assembly 2060 is operablycoupled to a first cable 4200 and a second cable 4202 both of whichextend between shifter assembly 2060 and shiftable transmission 2056.

Cables 4200, 4202 are operably coupled to a pulley 4204 of shiftabletransmission 2056. At least a portion of cables 4200, 4202 is supportedon a bracket 4206 extending from a housing 4208 of shiftabletransmission 2056. Bracket 4206 is removably coupled to housing 4208with fasteners 4209. Each cable 4200, 4202 is coupled to pulley 4204 ata connection location and, as shown best in FIG. 103, cable 4200 iscoupled to pulley 4204 at connection location 4210 and cable 4202 iscoupled to pulley 4204 at connection location 4212. Connection locations4210, 4212 are fixed points on pulley 4204 such that movement of cables4200, 4202 pulls pulley 4204 at the corresponding connection location4210, 4212 to cause a shift change in shiftable transmission 2056.Pulley 4204 keeps the effective radius of cables 4200, 4202 constantand, therefore, the shift force also stays constant. By using pulley4204 and the two pull cables 4200, 4202, the force required to shiftremains constant.

Cables 4200, 4202 are configured as pull cables such that movement incable 4200, 4202 pulls on pulley 4204 based on movement of shifterassembly 2060, compared to known designs which require a combination ofpulling and pushing movements on the transmission bell crank to shiftthe transmission. By configuring cables 4200, 4202 as pull cables, thebell crank of traditional shiftable transmissions may be eliminated.

In one embodiment, cables 4200, 4202 are different sizes to ensureproper installation on vehicle 2. More particularly, connectionlocations 4210, 4212 of pulley 4204 are defined as openings withdifferent diameters to corresponding to the different diameters ofcables 4200, 4202 such that only cable 4200 may be coupled to pulley4204 at connection location 4210 and cable 4202 may be coupled to pulley4204 at connection location 4212. Similarly, shifter assembly 2060 alsoincludes differently-sized openings corresponding to each of cables4200, 4202. Further, bracket 4206 also may include openings havingdifferent diameters such that bracket 4206 receives cable 4200 through afirst opening for coupling with connection location 4210 and bracket4206 receives cable 4202 through a second opening (having a differentdiameter than that of the first opening) for coupling with connectionlocation 4212.

In operation, when shifter assembly 2060 is moved to a particularposition by the operator to indicate the desired gear, either cable 4200or cable 4202 moves in response to the movement of shifter assembly2060. The movement of cable 4200 or cable 4202 pulls on pulley 4204. Themovement of pulley 4204 causes a shift change in shiftable transmission2056. It may be appreciated that because cables 4200, 4202 are notconnected to each other (e.g., because each cable 4200, 4202 has aseparate connection location 4210, 4212 on pulley 4204), when one cablemoves, there is no corresponding and opposite movement of the othercable. Instead, both cables 4200, 4202 are configured for a pullingmotion on pulley 4204 based on the movement of shifter assembly 2060.

Referring to FIGS. 104 and 105, in order to minimize noise andvibrations from the powertrain and/or other components or systems ofvehicle 2 within seating area 22, vehicle 2 may include panels 4220.Panels 4220 may be configured as two-part panels which include a firstportion 4222 and a second portion 4224. First and second portions 4222,4224 may be coupled together in various ways, such as with adhesive ormechanical fasteners. First and second portions 4222, 4224 are coupledto vehicle 2 through fasteners 4226, 4228. Fasteners 4226, 4228 may bedowels, pins, bolts, screws, or other removable coupling or locatingcomponents.

Illustratively, first portion 4222 is positioned forward of secondportion 4224 such that first portion 4222 is exposed to seating area 22while second portion 4224 is not. Fasteners 4226 extend through openings4230 in first portion 4222 and fastener 4228 extends through an opening4232 in first portion 4222 in order to couple with frame 2020 or otherportions of vehicle 2 within or defining seating area 22.

First portion 4222 includes a curved or arcuate wall 4234 and a linearor flat wall 4236. Similarly, second portion 4224 includes a curved orarcuate wall 4238 and a linear or flat wall 4239. Walls 4234, 4238 havecomplementary shapes and, therefore, wall 4234 is generally receivedwithin wall 4238. Walls 4236, 4239 also have complementary shapes andmay be in contact with each other.

First portion 4222 may be comprised of a polypropylene and fiberglassmaterial, such as Azdel material, available from Federal FoamTechnologies, Inc. Second portion 4224 may be comprised of asound-dampening foam material. In this way, first and second portions4222, 4224 absorb sound and vibrations from other portions of vehicle 2so as to minimize noise and vibrations within seating area 22. Thematerials of first and second portions 4222, 4224 also may be used toreduce the weight of vehicle 2 compared to other sound-dampening orvibration-absorbing materials. Additionally, because at least firstportion 4222 is exposed within seating area 22 and, therefore, isexposed to water, mud, dirt, and debris that may enter seating area 22,panels 4220 may be configured as waterproof panels.

Referring to FIGS. 106-111, and as disclosed further herein with respectto outer body 80 (FIG. 1), outer body 2080 of vehicle 2 may includevarious features. Hood 2082 of outer body 2080 may include a hingeassembly 4240 for coupling a grille 4242 to various surfaces of hood2082. Grille 4242 may be used to receive and direct ambient air into atleast one conduit for components of the powertrain (e.g., an air intakeduct of CVT 52). Grille 4242 is positioned within an opening 4243 ofhood 2082 and, illustratively, hood 2082 includes openings 4243 on boththe left and right sides thereof to support two grilles 4242. Grilles4242 and the corresponding intake ports at grilles 4242 face laterallyoutward from centerline L (FIG. 5) to receive ambient air for apowertrain component (e.g., CVT 52).

Hinge assembly 4240 includes an enclosure 4246 extending generallyaround a perimeter of grille 4242. Enclosure 4246 is coupled to hood2082 through fasteners 4248, 4250. More particularly, fasteners 4248extend through openings 4252 within enclosure 4246 and receive fasteners4250 for coupling enclosure 4246 (encompassing grille 4242) to hood2082.

Hinge assembly 4240 further includes a deflector panel 4254 coupled togrille 4242 through an upper panel 4256. Upper panel 4256 extendsgenerally inwardly and horizontally from an upper surface of grille 4242and is positioned below a portion of hood 2082. Deflector panel 4254extends generally vertically and inwardly relative to upper panel 4256and grille 4242 and is coupled to upper panel 4256 at a living hinge4258. The pattern of grille 4242 and the position of deflector panel4254 relative to grille 4242 minimizes the likelihood that debris orwater, which may inadvertently flow through grille 4242, flows into theair intake conduits coupled to the powertrain. Instead, if debris orwater flows through grille 4242 and under hood 2082, the debris or waterwill contact an outer surface of deflector panel 4254 and will fallvertically downward and out of vehicle 2, rather than flowing inwardlyunder hood 2082 and into the air intake conduit in fluid communicationwith grilles 4242. More particularly, the pattern of grille 4242prevents large debris from entering hood 2082 while deflector panel 4254is inward of grille 4242 and blocks the line of sight to the conduit(e.g., CVT air intake conduit) from water spray, small debris, etc.

Hinge assembly 4240 further includes a tab 4260 extending from deflectorpanel 4254. Tab 4260 is coupled to deflector panel 4254 at a livinghinge 4262. Tab 4260 includes a slot or opening 4264 configured toreceive a strap 4266 coupled to enclosure 4246 and/or grille 4242. Strap4266 at least partially extends through opening 4264 on tab 4260 and issecured thereto with a clip 4268. In this way, deflector panel 4254 iscoupled to grille 4242 through upper panel 4256, tab 4260, and strap4266.

Deflector panel 4254 is further coupled to grille 4242 through an arm4270 extending from grille 4242 and/or enclosure 4246 and extendingthrough an opening 4272 of deflector panel 4254. Arm 4270 may include aretaining feature 4274 configured to extend through opening 4272 andhook or otherwise retain arm 4270 on deflector panel 4254.

Referring now to FIGS. 112-114, vehicle 2 may include variousaccessories. For example, vehicle 2 may include a lightbar assembly 4280coupled to a portion of cab frame 2028. Lightbar assembly 4280 may beused with or without a roof for vehicle 2. In one embodiment, and wherea roof is not included on vehicle 2, lightbar assembly 4280 is coupledto a frame member 4282 extending generally between frame members 3072.Illustratively, light bar assembly 4280 is coupled to gussets 4284 whichare coupled to both frame members 3072 and 4282. Gusset 4284 may have agenerally a triangular shape which extends between frame members 3072and 4282. Gusset 4284 includes openings 4286 configured to receivefasteners 4288 for coupling lightbar assembly 4280 to cab frame 2028, asdisclosed further herein. It may be appreciated that if a roof isincluded on vehicle 2, the roof also may be mounted to cab frame 2028 atopenings 4286 of gussets 4284 such that the roof and lightbar assembly4280 share common mounting locations on cab frame 2028.

Lightbar assembly 4280 is comprised of at least a lightbar 4290,mounting members 4292, and wiring 4294. Lightbar 4290 extends generallyalong the length of frame member 4282 and, in one embodiment, isapproximately the same length as frame member 4282. In alternativeembodiments, lightbar 4290 has a length that is less than that of framemember 4282. Lightbar 4290 includes end plates 4296 and a fastener 4298extending therefrom. End plate 4296 and fastener 4298 are receivedwithin a recessed portion 4310 of mounting member 4292 and, moreparticularly, fastener 4298 extends through an aperture 4300 of mountingmember 4292. Fastener 4298 is coupled to a second fastener 4302 tosecure lightbar 4290 to mounting member 4292.

Wiring 4294 is electrically coupled to lightbar 4290 and extends througha portion of mounting member 4292 and along a portion of frame member3072 in order to couple with a power source of vehicle 2.

Mounting members 4292 may be diecast components comprised of at least ametallic material. Mounting member 4292 includes apertures 4304 whichare configured to receive fasteners 4288 in order to support mountingmember 4292 and, therefore, lightbar 4290 on cab frame 2028. Apertures4304 are positioned along a lower surface 4312 of mounting member 4292.Lower surface 4312 further includes a slot or channel 4306 which isconfigured to receive and conceal a portion of wiring 4294. An isolator4308 may be positioned adjacent cab frame 2028 and mounting member 4294to minimize vibrational transfer to lightbar 4290.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

1. A vehicle, comprising: a frame having a first end, the frame havingan opening therethrough; front and rear wheels supporting the frame; apowertrain comprising a final drive drivingly coupled to at least someof the front and rear wheels, the final drive being positioned adjacentto the opening; whereby the final drive may be removed from the framethrough the opening.
 2. The vehicle of claim 1, wherein the frameincludes a plate positioned across the first end and the opening isdefined in the plate.
 3. The vehicle of claim 2, wherein the first endis a front end of the frame and the final drive is a front final drive.4. The vehicle of claim 1, wherein the frame includes pedestals adjacentto the opening, and anchors for coupling the final drive to thepedestals.
 5. The vehicle of claim 4, wherein the final drive includeshorizontally extending apertures therethrough.
 6. The vehicle of claim5, wherein horizontally extending fasteners extend through the anchorsand through the horizontally extending apertures.
 7. The vehicle ofclaim 3, wherein vertically extending fasteners extend through theanchors and through the pedestals to couple the anchors and the finaldrive to the frame.
 8. The vehicle of claim 7, wherein the final drivehas at least two laterally extending apertures therethrough for receiptof the horizontally extending fasteners.
 9. The vehicle of claim 8,further comprising a bumper portion which couples to the frame over theopening.
 10. A vehicle, comprising: a frame; front and rear wheels; afront suspension coupled to the frame; a powertrain drivingly coupled tothe front and rear wheels, comprising a front final drive drivinglycoupled to the front wheels; a front prop shaft coupling the powertrainto the front wheels; a steering mechanism positioned above the propshaft and rearward of the final drive.
 11. The vehicle of claim 10,wherein the front prop shaft is defined by a first shaft portionextending horizontally and a front coupling extending upwardly to thefinal drive, the first shaft portion and the front coupling defining aninclusive angle and the steering mechanism being positioned in theinclusive angle.
 12. The vehicle of claim 10, wherein the frontsuspension includes upper and lower A-arms on a left and right hand sideof the vehicle.
 13. The vehicle of claim 12, wherein the frontsuspension further comprises a linear force element coupled between theframe and one of the upper and lower A-arms on each side of the vehicle.14. The vehicle of claim 13, wherein the linear force element is coupledto the lower A-arms on each side of the vehicle.
 15. The vehicle ofclaim 14, wherein a left side half shaft is coupled between the leftwheel and the front final drive and a right half shaft is coupledbetween the right wheel and the front final drive.
 16. The vehicle ofclaim 15, wherein a coupling between the linear force elements and thelower A-arms straddles the half shafts.
 17. The vehicle of claim 16,wherein the coupling between the linear force elements and the lowerA-arms is a clevis.
 18. The vehicle of claim 17, wherein the clevis iselongated in the vertical direction to allow the free movement of thehalf shaft within the clevis during the operating movement of thesuspension.
 19. The vehicle of claim 18, wherein an axis 4 that runsdown the axial center of the linear force element intersects the halfshaft.
 20. The vehicle of claim 11, further comprising a stabilizer barpositioned generally over a top of the final drive and coupled betweenthe right and left suspension.
 21. The vehicle of claim 20, wherein thestabilizer bar includes a transverse rod coupled to link arms which inturn are coupled to link rods, and wherein link rods are coupled to thelower A-arms.
 22. The vehicle of claim 21, wherein a left side halfshaft is coupled between the left wheel and a front final drive and aright half shaft is coupled between the right wheel and the front finaldrive.
 23. The vehicle of claim 22, further comprising a left sidesteering arm coupled between the left wheel and the steering mechanismand a right side steering arm coupled between the right wheel and thesteering mechanism.
 24. The vehicle of claim 23, wherein the link rodsextend between the half shafts and the steering arms on the right andleft hand sides of the vehicle.
 25. The vehicle of claim 24, wherein thehalf shafts are forward of the steering arms.
 26. A vehicle, comprising:a frame; front and rear wheels; a front suspension coupled to the framecomprising upper and lower A-arms on a left and right hand side of thevehicle, a linear force element coupled between the frame and the lowerA-arms on each side of the vehicle; a powertrain drivingly coupled tothe front and rear wheels, comprising a front final drive drivinglycoupled to the front wheels; a left side half shaft coupled between theleft wheel and the front final drive; a right half shaft coupled betweenthe right wheel and the front final drive; and a coupling between thelinear force elements and the lower A-arms straddles the half shafts.27. The vehicle of claim 26, wherein the coupling between the linearforce elements and the lower A-arms is a clevis.
 28. The vehicle ofclaim 27, wherein the clevis is elongated in the vertical direction toallow the free movement of the half shaft within the clevis during theoperating movement of the suspension.
 29. The vehicle of claim 26,wherein the powertrain further comprises a power source and a front propshaft couples the powertrain to the front final drive.
 30. The vehicleof claim 29, wherein a steering mechanism is positioned above the propshaft and rearward of the final drive.
 31. The vehicle of claim 30,wherein the front prop shaft is defined by a first shaft portionextending horizontally and a front coupling extending upwardly to thefinal drive, the first shaft portion and the front coupling defining aninclusive angle and the steering mechanism being positioned in theinclusive angle.
 32. A vehicle, comprising: a frame; front and rearwheels supporting the frame; an operator's compartment intermediate thefront and rear wheels having at least one seat; a transmissionpositioned rearward of the seat, the transmission comprising atransmission housing extending generally laterally of a vehiclelongitudinal direction and having an engine interface on one lateralside of the transmission housing and a geared transmission portion onthe opposite lateral side as the engine interface, and front and rearoutput shafts for propelling the front and rear wheels; and an enginecoupled to the engine interface and powering the geared transmissionportion.
 33. The vehicle of claim 32, wherein the geared transmissionportion includes an input shaft extending forwardly from thetransmission housing.
 34. The vehicle of claim 33, wherein anintermediate shaft is provided at the engine interface, wherein theengine is drivingly coupled to the intermediate shaft.
 35. The vehicleof claim 34, wherein the intermediate shaft includes an output shaftextending forwardly from the transmission housing.
 36. The vehicle ofclaim 35, further comprising a continuously variable transmissioncoupling the input shaft and the output shaft.
 37. The vehicle of claim36, wherein the engine includes a crankshaft extending generally along alongitudinal direction of the vehicle and the engine extends generallyrearwardly from the transmission housing.
 38. The vehicle of claim 37,wherein the output shaft of the geared transmission portion extendsrearwardly from the transmission housing, in a direction generallyparallel with the crankshaft.
 39. The vehicle of claim 38, furthercomprising a rear drive shaft coupled to the output shaft of the gearedtransmission and extending laterally alongside of the engine.
 40. Thevehicle of claim 35, wherein the output shaft of the intermediate shaftis supported by a shaft housing.
 41. The vehicle of claim 40, whereinthe continuously variable transmission comprises a housing and drive anddriven sheaves, the drive sheave being coupled to the output shaft ofthe intermediate shaft.
 42. The vehicle of claim 41, wherein thecontinuously variable transmission housing includes an opening intowhich the shaft housing projects, wherein the width of the opening issubstantially larger than a width of the shaft housing, which defines anair volume adjacent to the drive sheave for cooling.
 43. A vehicle,comprising: a frame; front and rear wheels supporting the frame; anoperator's compartment intermediate the front and rear wheels having atleast one seat; a transmission comprising a transmission housing havingan engine interface on one lateral side of the transmission housing anda geared transmission portion on the opposite lateral side as the engineinterface, and front and rear output shafts for propelling the front andrear wheels; an engine coupled to the engine interface; an intermediateshaft is provided at the engine interface, having an input shaft and anoutput shaft, wherein the engine is drivingly coupled to the input shaftof the intermediate shaft; and a continuously variable transmissioncoupling the input shaft of the intermediate shaft, wherein an airvolume is defined adjacent to an interface of the intermediate shaft andthe continuously variable transmission.
 44. The vehicle of claim 43,wherein the output shaft of the intermediate shaft is supported by ashaft housing.
 45. The vehicle of claim 44, wherein the continuouslyvariable transmission comprising a housing and drive and driven sheaves,the drive sheave being coupled to the output shaft of the intermediateshaft.
 46. The vehicle of claim 45, wherein the continuously variabletransmission housing includes an opening into which the shaft housingprojects, wherein the width of the opening is substantially larger thana width of the shaft housing, which defines the air volume adjacent tothe drive sheave for cooling.
 47. The vehicle of claim 46, wherein thegeared transmission portion includes an input shaft extending forwardlyfrom the transmission housing.
 48. The vehicle of claim 47, wherein theintermediate shaft includes an output shaft extending forwardly from thetransmission housing.
 49. The vehicle of claim 48, wherein the engineincludes a crankshaft extending generally along a longitudinal directionof the vehicle and the engine extends generally rearwardly from thetransmission housing.
 50. The vehicle of claim 49, wherein the gearedtransmission portion includes an output shaft extending rearwardly fromthe transmission housing.
 51. The vehicle of claim 50, furthercomprising a rear drive shaft coupled to the output shaft of the gearedtransmission and extending laterally alongside of the engine.
 52. Avehicle, comprising: a frame; front and rear wheels; a front suspensioncoupled to the frame; a powertrain drivingly coupled to the front andrear wheels, comprising a front final drive drivingly coupled to thefront wheels; a front prop shaft coupling the powertrain to the frontwheels; and a stabilizer bar positioned generally over a top of thefinal drive.
 53. The vehicle of claim 52, wherein the stabilizer barincludes a transverse rod coupled to link arms which in turn are coupledto link rods, and wherein link rods are coupled to the front suspension.54. The vehicle of claim 53, wherein the link arms are discrete from thetransverse rod.
 55. The vehicle of claim 52, wherein further comprisinga steering mechanism positioned above the prop shaft and rearward of thefinal drive.
 56. A vehicle, comprising: a frame; front and rear wheelssupporting the frame; an operator's compartment intermediate the frontand rear wheels having at least one seat; a cab frame coupled to theframe and generally surrounding the operator's compartment, the cabframe including first and second generally longitudinally extendingframe rails, and at least a first horizontally extending frame railcoupled to the longitudinally extending frame rails; a socket located ona portion of the frame having a tapered socket portion; and a taperedfitting portion provided on one of the frame rails coupled to thetapered socket portion.
 57. The vehicle of claim 56, further comprisinga fastener extending through, and drawing the socket and fitting portiontogether.
 58. The vehicle of claim 57, wherein the coupler includes alateral opening therethrough which accesses an axial centerline of thecoupler, whereby the fastener is accessible within the opening.
 59. Thevehicle of claim 56, wherein the socket is defined by a first tubeinserted transversely through a second tube, where a diameter of thefirst tube is less than a diameter of the second tube, and wherein alength of the first tube is greater than the diameter of the secondtube.
 60. The vehicle of claim 59, wherein the second tube extendsgenerally horizontally, and the first tube extends at least partiallyvertically.
 61. The vehicle of claim 56, wherein the tapered fittingportion is defined by a coupler coupled to one of the frame rails.
 62. Avehicle, comprising: a frame comprising a main frame portion and a frontremovable frame portion; front and rear wheels; a front suspensioncoupled to the main frame portion with the front wheels being coupled tothe front suspension; a rear suspension coupled to the main frameportion with the rear wheels being coupled to the rear suspension; and apowertrain drivingly coupled to the front and rear wheels; whereby thefront removable frame portion may be removed from the main frame portionto expose a portion of the powertrain.
 63. The vehicle of claim 62,wherein the main frame portion includes a front suspension mountingportion.
 64. The vehicle of claim 63, wherein the front suspensionmounting portion includes upper couplings for mounting a portion of thefront suspension.
 65. The vehicle of claim 64, wherein the uppercouplings are adapted for mounting the portion of the powertrain. 66.The vehicle of claim 65, wherein the upper couplings left and rightcouplings including spaced apart sidewalls defining a receiving spacefor the portion of the powertrain.
 67. The vehicle of claim 66, whereinthe portion of the powertrain is a front final drive.
 68. The vehicle ofclaim 64, wherein the upper couplings are adapted for mounting the frontremovable frame portion.
 69. The vehicle of claim 68, wherein the uppercouplings include insert portions having a cylindrical portion whichreceives a fastener to couple the front removable frame portion thereto.70. The vehicle of claim 69, wherein the insert portions also align thefront removable frame portion to the main frame portion.